ADVISORY CIRCULAR

43-16A

AVIATION MAINTENANCE ALERTS

ALERT

NUMBER

407

JUNE

2012

June 2012 AC 43-16A

CONTENTS

AIRPLANES

BEECH ........................................................................................................................................1 BOMBARDIER.........................................................................................................................10 CESSNA ....................................................................................................................................12 PIAGGIO ...................................................................................................................................18 PIPER.........................................................................................................................................19

POWERPLANTS

ROLLS ROYCE ........................................................................................................................19

AIR NOTES

INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE...............................21 IF YOU WANT TO CONTACT US.........................................................................................23 AVIATION SERVICE DIFFICULTY REPORTS ...................................................................23

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U.S. DEPARTMENT OF TRANSPORTATION FEDERAL AVIATION ADMINISTRATION

WASHINGTON, DC 20590

AVIATION MAINTENANCE ALERTS The Aviation Maintenance Alerts provides the aviation community with an economical means to exchange service experiences and to assist the FAA in improving aeronautical product durability, reliability, and safety. We prepare this publication from information operators and maintenance personnel who maintain civil aeronautical products pertaining to significant events or items of interest. At the time we prepared this document, we have not fully evaluated the material. As we identify additional facts such as cause and corrective action, we may publish additional data in subsequent issues of the Alerts. This procedure gives Alerts’ readers prompt notice of conditions reported to the FAA Service Difficulty Reporting System (SDRS). We welcome your participation, comments, and suggestions for improvement. Send to: FAA; ATTN: Aviation Data Systems Branch (AFS-620); P.O. Box 25082; Oklahoma City, OK 73125-5029.

(Editor’s notes are provided for editorial clarification and enhancement within an article. They will always be recognized as italicized words bordered by parentheses.)

AIRPLANES

Beech: 58; Fuel Cell Sealant Deterioration; ATA 2810

"This aircraft has factory installed, extended range fuel cells," says a mechanic. "The cells are sealed wing bays—or 'wet wing' fuel cells located in each wing tip. These wing tip fuel cells were found leaking fuel through the fuel vent tubes (P/N 60-170010) on both sides. The cause of the leak was found to be the deterioration of the sealant around the tube slip-joint fittings. Also present in the fuel cells was an excessive amount of particulate contamination. This (debris) is deteriorated fuel tank sealant that failed to remain bonded to the inner tank surfaces. These particles were trapped in multiple locations throughout the entire fuel storage system with no way of draining, accessing, or even (detecting) their presence. The upper wing skin must be removed to access the trouble areas in the wing tip fuel cell—given inadequate inspection panel locations. The addition of a second inspection panel to the aft, inboard area of the wing tip fuel cell may be necessary to (facilitate detection) of this discrepancy. (This is) a potentially dangerous condition as fuel can enter the wing vent system, or (these particles) may cause fuel contamination and (engine failure)."

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(This is a fuel cell? It looks more akin to a trash dump! Thank-you for the documentation—Ed.)

Part Total Time: (unknown)

Beech: 390; Cracked Flap-fairing Hinge Fittings; ATA 5744

A repair station technician writes, "During inspection of the wing flap actuator attachments, (I) found both the L/H and R/H wing inboard flap-fairing hinge fittings cracked (P/N's 390-110440-0001 and 390-110440-0002)."

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Part Total Time: 980.0 hours

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Beech: Burned Engine Indicator Electrical Wires; ATA 7797

"A 'D' check inspection of the wiring in the aft baggage compartment (R/H, lower area) found some burned wires," says this repair station technician. "These wires had shorted out—burning through their insulation. (Noted strands include) W740 R/H Fan N1 RPM Indicator, and W748 R/H Turbine N2 Indicator.

"This (area/wiring) needs to be inspected thoroughly as (failed wiring) will cause indication problems in the cockpit and possibly a fire. The damaged wires were replaced."

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(What caused the shorts? Chaffing? Poor connections? Impact damage? Now I have no idea "Who Done it"—Ed.)

Part Total Time: (unknown)

Bombardier: CL600-2B19; Incorrect MLG Installation; ATA (N/A)

(Reminder to readers: Alerts' submissions often include admonitions, other agency publications, and "operator error" descriptions. If a part has not actually failed, it doesn't wind up in the SDRS database; hence, no ATA code is assigned. There are three such submissions in this month's edition—Ed.)

A technician for a repair station provides the following report of an assembly error and confusing assembly data. "During clearance checks (I found) the locking ring of the (main landing gear) shock strut assembly incorrectly clocked. (This caused) fouling of the aircraft structure and the failure potential for the L/H main gear extension.

"The CMM (maintenance manual) fails to note the 'dogged locking ring' requires installation in a specific direction to maintain airframe clearance. (Reference the following) steps in CMM 6100, section 32-10-05: '(14) Apply sealing and coating compound listed in paragraph 3 to both faces of dogged locking ring (6239-1); (15) Install the dogged locking ring on the gland nut (6228-1). Install the gland nut on the flange of the cylinder S/A (6217-1) using gland nut wrench CAT (4948-6C). Ensure the dogged locking ring is correctly centered on the gland nut. Torque gland nut to 22.60-45.20 NM. Note: back off to nearest lock position only when necessary. (16) Engage the tab of the locking segment (6233-1) with a slot in the gland nut. Secure the locking segment to the dogged locking ring with 2 bolts (AN4-5), 2 washers (AN960-416L), and two nuts (MS17826-4). Torque nuts to 5.65-7.91 NM. Safety the nuts with cotter pins (MS24665-151).'

"The data fails to state the dogged locking ring may be installed in either the 0500 or 1100 (o'clock) positions—relative on the assembly. However, only the 0500 position provides adequate airframe clearance once the landing gear is placed in the aircraft. Installation of the lock ring 180 degrees (out) or at the 1100 position allows the tab of the lock ring to interfere with the aircraft structure at the aft side of the gear well."

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(Shock P/N: 60185001; Assembly P/N: 601850281. I was so intent on observing the locking ring clearances between the two photos I did not initially catch the background "face". Trick shot! Ed.)

Part Total Time: 7,260.0 hours

Cessna: 208B; Frayed Flap Cable; ATA 2750

A mechanic states, "During a routing inspection, (I) found a flap cable (P/N 2660001105) frayed at the connection to the fairlead—about 30 percent of the (strands) were broken. (It) runs from the inner bell crank to the outer end of the flap. This cable was original as far as can be traced back—the original P/N tag was still installed. (And) judging from the slip mark, the cable had not (moved from its swaged fitting)."

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Part Total Time: (unknown)

Cessna: 404; Damaged Elevator Mount Brackets; ATA (N/A)

"While this aircraft was tied down," says a submitter, "the control wheel was secured in the full up position with a seat belt—instead of the approved gust lock device. This (ad hoc arrangement) allowed the elevators to have some movement—high winds prior to the intended flight (allowed the elevator) to hammer its lower stop until the bracket's upper mounts failed.

"The pilot stated he conducted a flight control check prior to taxi—everything felt fine. It was not until the control surface (incurred) an air load that he discovered a problem and aborted the takeoff."

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(No P/N's were provided with this report. Red arrows are my insertions—Ed.)

Part Total Time: (unknown)

Cessna: 525C; Failed Brake Rotors (friction pads); ATA 3242

A submission from a corporate operator states, "The brake pads on both the L/H and R/H brake rotors are debonding—with 'chunks' missing." (Rotor P/N: 90006028; Brake Assembly P/N: 90006022. Red arrows are my insertions—Ed.)

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Part Total Time: 302.0 hours

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Piaggio: P-180; Improper Elevator Installation; ATA (N/A)

(The FAA's Small Airplane Directorate in Kansas City provides the following safety admonition. Aerospace Engineer Mike Kiesov narrates the discussion; contact information follows the article.)

"The purpose of this Alerts article is to describe an event where the elevators on a Piaggio Aero P180 Avanti airplane were installed incorrectly. The R/H elevator was installed upside down on the left side of the airplane, and similarly, the L/H elevator was installed upside down on the right side of the airplane. The airplane was then rigged within acceptable limits per the AMM (aircraft maintenance manual). During flight, this reversed elevator installation greatly influenced elevator trim authority—additionally causing the airplane yoke to be in a noticeably different longitudinal position.

"The airplane manufacturer has subsequently incorporated a note in the airplane manual for this model P180 Avanti—a similar note is intended for their model P180 Avanti II.

"A very simple way to ensure the correct elevator is installed on the proper side is to verify the location of the static wicks—they must be on the upper surface of the elevator. This fact is reflected in the additional note added to the P180 Avanti AMM."

(For further information contact Aerospace Engineer Mike Kiesov; 901 Locust St., Rm. 301, Kansas City, MO. 64106; phone 816-329-4144.)

Part Total Time: (N/A)

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Piper: PA44-180; Stuck Throttle Cable; ATA 7603

(This aircraft supports a pair of Lycoming O360A1H6 engines.)

A submission from another corporate operator states, "After practicing an instrument approach and go-around,' the L/H engine throttle lever stuck at 25 inches of manifold pressure and 2500 RPM. Departing from the airport control area, the instructor pilot was able to reduce the L/H throttle down to 16-18 inches of manifold pressure at 2500 RPM. After discussion with flight department personnel, it was decided...to shut down the L/H engine and perform a single engine approach and landing. An emergency was declared, and the aircraft landed uneventfully.

"Since (there have been) previous instances of problems with engine control cables in this particular make and model aircraft, the L/H engine throttle cable (P/N 554546) was replaced as part of a scheduled progressive inspection." (Indeed—this throttle cable P/N reflects seven times in the SDRS database. It would have been most helpful had you speculated as to the cause of the cable's binding—Ed.)

Part Total Time: 705.0 hours

POWERPLANTS Rolls Royce: BR700710A110; Fuel Pump Shaft Migration; ATA 7314

(This corporate submission references a Gulfstream GV aircraft.)

"While performing a SB (Service Bulletin) to replace the fuel pump spline adapter, we found the engine driven fuel pump drive shaft to be migrating out of the fuel pump and into the accessory gear case. Upon inspection of the gear case, we found a retaining plug in the gear case spline to be pushing into the gear case—allowing the fuel pump drive shaft to migrate out of the fuel pump." (Gear box P/N: 39500221.)

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Part Total Time: 5,670.0 hours

AIR NOTES INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE

The Federal Aviation Administration (FAA) Internet Service Difficulty Reporting (iSDR) web site is the front-end for the Service Difficulty Reporting System (SDRS) database that is maintained by the Aviation Data Systems Branch, AFS-620, in Oklahoma City, Oklahoma. The iSDR web site supports the Flight Standards Service (AFS), Service Difficulty Program by providing the aviation community with a voluntary and electronic means to conveniently submit in-service reports of failures, malfunctions, or defects on aeronautical products. The objective of the Service Difficulty Program is to achieve prompt correction of conditions adversely affecting continued airworthiness of aeronautical products. To accomplish this, Malfunction or Defect Reports (M or Ds) or Service Difficulty Reports (SDRs) as they are commonly called, are collected, converted into a common SDR format, stored, and made available to the appropriate segments of the FAA, the aviation community, and the general public for review and analysis. SDR data is accessible through the “Query SDR data” feature on the iSDR web site at: http://av-info.faa.gov/sdrx/Query.aspx.

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In the past, the last two pages of the Alerts contained a paper copy of FAA Form 8010-4, Malfunction or Defect Report. To meet the requirements of *Section 508, this form will no longer be published in the Alerts; however, the form is available on the Internet at: http://forms.faa.gov/forms/faa8010-4.pdf. You can still download and complete the form as you have in the past.

*Section 508 was enacted to eliminate barriers in information technology, to make available new opportunities for people with disabilities, and to encourage development of technologies that will help achieve these goals.

A report should be filed whenever a system, component, or part of an aircraft, powerplant, propeller, or appliance fails to function in a normal or usual manner. In addition, if a system, component, or part of an aircraft, powerplant, propeller, or appliance has a flaw or imperfection, which impairs or may impair its future function, it is considered defective and should be reported under the Service Difficulty Program.

The collection, collation, analysis of data, and the rapid dissemination of mechanical discrepancies, alerts, and trend information to the appropriate segments of the FAA and the aviation community provides an effective and economical method of ensuring future aviation safety.

The FAA analyzes SDR data for safety implications and reviews the data to identify possible trends that may not be apparent regionally or to individual operators. As a result, the FAA may disseminate safety information to a particular section of the aviation community. The FAA also may adopt new regulations or issue airworthiness directives (ADs) to address a specific problem.

The iSDR web site provides an electronic means for the general aviation community to voluntarily submit reports, and may serve as an alternative means for operators and air agencies to comply with the reporting requirements of 14 Title of the Code of Federal Regulations (CFR) Section 121.703, 125.409, 135.415, and 145.221, if accepted by their certificate-holding district office. FAA Aviation Safety Inspectors may also report service difficulty information when they conduct routine aircraft maintenance surveillance as well as accident and incident investigations.

The SDRS database contains records dating back to 1974. At the current time, we are receiving approximately 40,000 records per year. Reports may be submitted to the iSDR web site on active data entry form or submitted hardcopy to the following address.

The SDRS and iSDR web site point of contact is:

Pennie Thompson Service Difficulty Reporting System, Program Manager Aviation Data Systems Branch, AFS-620 P.O. Box 25082 Oklahoma City, OK 73125 Telephone: (405) 954-5313 SDRS Program Manager e-mail address: 9-AMC-SDR-ProgMgr@faa.gov

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IF YOU WANT TO CONTACT US

We welcome your comments, suggestions, and questions. You may use any of the following means of communication to submit reports concerning aviation-related occurrences.

Editor: Daniel Roller (405) 954-3646 FAX: (405) 954-4570 or (405) 954-4655

E-mail address: Daniel.Roller@faa.gov

Mailing address: FAA, ATTN: AFS-620 ALERTS, P.O. Box 25082, Oklahoma City, OK 73125-5029

You can access current and back issues of this publication from the internet at: http://av-info.faa.gov/. Select the General Aviation Airworthiness Alerts heading.

AVIATION SERVICE DIFFICULTY REPORTS

The following are abbreviated reports processed for the previous month, which have been entered into the FAA Service Difficulty Reporting System (SDRS) database. This is not an all-inclusive listing of Service Difficulty Reports. For more information, contact the FAA, Regulatory Support Division, Aviation Data Systems Branch, AFS-620, located in Oklahoma City, Oklahoma. The mailing address is:

FAA Aviation Data Systems Branch, AFS-620 PO Box 25082 Oklahoma City, OK 73125

To retrieve the complete report, click on the Control Number located in each report. These reports contain raw data that has not been edited. Also, because these reports contain raw data, the pages containing the raw data are not numbered.

If you require further detail please contact AFS-620 at the address above.

Federal Aviation Administration Service Difficulty Report Data

Sorted by aircraft make and model then engine make and model. This report derives from unverified information submitted by the aviation community without FAA review for accuracy.

Control Number Aircraft Make Engine Make Component Make Part Name Part Condition

Difficulty Date Aircraft Model Engine Model Component Model Part Number Part Location

2012FA0000214 CARBURETOR MISREPAIRED

2/29/2012 105219

CARBURETOR FOUND TO HAVE THE WHITE PLASTIC, ADVANCED POLYMER HOLLOW FLOAT. CARBURETOR IS NOT IN COMPLIANCE WITH SB MSA-13, WHICH STATES PRIOR TO DEC 31, 2008, ALL CARBURETORS NOT ALREADY IN COMPLIANCE MUST BE UPDATED TO THE CURRENT FLOAT. ADDITIONALLY THIS CARBURETOR DOES NOT COMPLY WITH SB-2. SB-2 STATES WITHIN 30 DAYS OF THE DATE OF ISSUANCE OF THIS FLIGHT SAFETY SB, EACH OWNER OF THIS FLOAT CARBURETOR NOT EQUIPPED WITH A SOLID, BLUE EPOXY FLOAT IS REQUESTED AND STONGLY ENCOURAGED TO INSPECT THE CARBURETOR AND TO REINSPECT THE CARBURETOR AT 30 DAY INERVALS THEREAFTER UNTIL THE FLOAT IS REPLACED BY A SOLID BLUE EPOXY FLOAT. DATE O THS BULLETIN IS FEB 1, 2009 MAKING COMPLIANCE MAR 1, 2009. SUBMITTER RECOMMENDS REPLACING ALL HOLLOW FLOATS IAW SB LISTED ABOVE.

2012FA0000250 LIFE VEST FAILED

4/30/2012 PO723E105PA

ADHESIVE SEPARATION AT THE ONE ORAL INFLATION TUBE ATTACHING POINT ON LIFE VEST.

2012FA0000251 LIFE VEST DAMAGED

5/1/2012 PO723E105PW CABIN

ADHESIVE SEPARATION AT BOTH INFLATION TUBES.

2012FA0000256 DIAPHRAGM FAILED

3/5/2012 AV2541801 FUEL SERVO

FUEL INJECTION SERVO, WAS RECEIVED FOR FUNCTIONAL TEST AND REPAIR. DURING AN ATTEMPT TO REMOVE THE SERVO REGULATOR ADJUSTMENT NUT TO CHECK THE NULL SETTING OF THE REGULATOR, THE FUEL DIAPHRAGM STEM UNSCREWED FROM THE FUEL DIAPHRAGM ASSY. (SINCE LOCTITE IS APPLIED TO THE NUT DURING ASSY, THE NUT DID NOT UNSCREW.) THIS FUEL DIAPHRAGM, PN AV2541801, IS THE SUBJECT OF AD NOTE 2012-03-06 WHICH SUPERSEDED AD NOTE 2011-15-10. NO PRODUCTION OR LOT NR COULD BE FOUND ON THE DIAPHGRAM.

2012FA0000264 DIAPHRAGM DAMAGED

3/29/2012 AV2541801 FUEL SYSTEM

FUEL INJECTION SERVO MODEL NR RSA-5AD1, PN 2576536-2, SN 70148903 WAS RECEIVED FOR REPAIR. THE CUSTOMER COMPLAINT STATED "MIXTURE CHANGES TO VERY RICH AT 200 DEGREES OIL TEMP". WHILE PERFORMING A PRELIMINARY FUEL FLOW CHECK EVALUATION, THE TECH ATTEMPTED TO REMOVE THE OUTER REGULATOR ADJUSTMENT NUT TO CHECK FOR WHAT IS TERMED A "NULL SETTING CHECK". INSTEAD OF THE NUT BACKING OFF THE STEM, THE STEM BACKED OUT OF THE DIAPHRAGM ASSY. (THE NUT IS SECURED TO THE DIAPHRAGM STEM BY THE APPLICATION OF LOCKING FLUID DURING FINAL CALIBRATION SETTING) NO LOT NR COULD BE FOUND ON THE ASSY. THIS PN DIAPHRAGM IS THE SUBJECT OF AD NOTE 2012-03-06 BUT IT IS FELT THAT THIS DEFECT MAY NOT BE THE SAME DEFECT ADDRESSED IN THE AD NOTE.

2012FA0000223 LYC LYC INTAKE VALVE MISMANUFACTURED

1/19/2012 O235L2C LW11901 ENGINE CYLINDER

AFTER EVALUATING CYINDER AND FAILED INTAKE VALVE, IT IS DETERMINED, VALVE FAILED DUE TO "BAD METAL". THE EVIDENCE DOES NOT SUPPORT FOREIGN OBJECT DAMAGE, EXCESSIVE HEAT OR OVERSPEED.

EE4Y2012050700177 AIRBUS PROFILE CORRODED

4/18/2012 A319132 D5367423920000 ZONE 100

AFT CARGO BAY PROFILE ASSY CORRODED, FROM FR 58 TO FR 59, S38L. PART REPLACED IAW THE SRM 51-42-11.

2012FA0000206 AIRBUS FLOORBEAM CORRODED

2/19/2012 A320214 D5347220922000 FUSELAGE

CORROSION FOUND ON CABIN FLOORBEAM TOP SURFACE AT FRAME 66, 28" RT OF CENTERLINE, CORROSION MEASURED LENGTH 2"X 2" X .028 D, OUT OF LIMITS SRM 53-00-14.

2012FA0000279 AIRBUS FLOORBEAM CORRODED

2/19/2012 A320214 D5347220922000 FRAME 66

CORROSION FOUND ON CABIN FLOORBEAM TOP SURFACE AT FRAME 66, 28" RT OF CENTERLINE, CORROSION MEASURED LENGTH 2" X WIDTH 2" X DEPTH .028" OUT OF LIMITS, SRM 53-00-14.

2012FA0000283 AMD PRESSURE SWITCH

LEAKING

5/5/2012 FALCON2000 7G10521 HYD SYSTEM

ACFT LOST HYD FLUID FROM THE NR 2 SYS, ROOT CAUSE DISCOVERED TO BE A PARKING BRAKE ACCUMULATOR PRESSURE SWITCH (150GC) PN: 7G1052-1 SN:303, WHICH INTERNALLY FAILED AND LEAKED FLUID FROM A PRESSURE RELIEF VENT HOLE. A NEW SWITCH PN: 1203P0224 WAS INSTALLED AND SB SBF2000-0387 FOR PARKING BRAKE ACCUMULATOR SWITCH INSTALLATION IMPROVEMENT WAS COMPLIED WITH.

2012FA0000239 AMD CIRCUIT BOARD BURNED

4/16/2012 FALCON50MYST 242501 ZONE 200

ACFT DEPARTED, AT CRUISE ALTITUDE, CREW NOTICED AN ODOR AND A RT PITOT HEAT LIGHT ILLUMINATED ON THE ANNUNCIATOR PANEL. THE CREW SELECTED OFF POSITION ON RT PITOT/STATIC HEAT AND IDENTIFIED AND PULLED THE CIRCUIT BREAKER THAT CONTROLS THAT CIRCUIT. THE ODOR DISSIPATED. THE ACFT DID NOT REQUIRE SPECIAL HANDLING NOR DID IT DEVIATE FROM ITS FLIGHT PLAN ROUTE EXCEPT THE CREW REQUESTED AND ATC CLEARED THE ACFT BACK TO DEPARTURE POINT. ON INSPECTION, FOUND THAT THE CIRCUIT BOARD ON THE RT RELAY/CONTROL BOARD PANEL BEHIND THE F/O SEAT WAS BURNED. AFTER DISASSEMBLE IT WAS DETERMINED THAT A RESISTER ON THE BOARD HAD BURNED THROUGH AND AFFECTED THE BOARDS ABILITY TO CONTROL THE HEAT SYS OF THE PITOT/STATIC SYS.

2012FA0000229 BBAVIA SPAR DAMAGED

3/15/2012 7AC 5147 WINGS

THIS REPORT IS BEING SUBMITTED IAW AD 200-25-02 R1. LT AND RT WING TIPS WERE DAMAGED DUE TO LOOSE TIE DOWN ROPES. OTBD MOST RIBS WERE REPLACED AND RT AFT SPAR WAS REPAIRED AT STA 195.

2012FA0000201 BEECH PWA STABILIZER MISMANUFACTURED

4/18/2012 200BEECH PT6A42 HORIZONTAL

FOUND HORIZONTAL STAB FORWARD SPAR AND RIBS ARE NOT RIVETED CORRECTLY FROM THE FACTORY, FOUND MANY RIVETS THAT GO THROUGHT THE FORWARD SPAR THAT ARE TOO SHORT AND ALSO WHERE THE RIB AND THE FWD SPAR COME TOGETHER, THE RIVET MISSES THE RIB. FOUND SAME PROBLEM ON OTHER ACFT INSPECTED.

2012FA0000219 BEECH CONT CONTROL ROD DAMAGED

2/25/2012 58 IO550* 1023890103 THROTTLE BODY

END OF CONTROL WHICH IS THREADED FOR ROD END FOR THROTTLE CAME OFF CONTROL. APPEARS TO HAVE BEEN SWEDGED INTO CONTROL.

2012FA0000266 BEECH CONT IMPULSE COUPLING

DESTROYED

3/27/2012 58 IO550C M3050 LT MAGNETO

UPON LT ENGINE START-UP THE OIL PRESSURE WAS BELOW LIMITS AT 1000 RPM. WHILE TROUBLESHOOTING LOW OIL PRESSURE, WE FOUND FOREIGN MATERIAL UNDER OIL PRESSURE ADJUST SEAT. INVESTIGATING IT, FOUND THE LT MAGNETO HAD MOVED (ROTATED) POSITION. UPON REMOVAL OF LT MAGNETO THE IMPULSE COUPLING WAS FOUND DESTROYED. THE IMPULSE SHELL WAS GONE (HAD FALLEN INTO THE ENGINE). RETAINING NUT, WASHER AND COTTER KEY WERE STILL INTACT. IT IS HARD TO DETERMINE WHAT THE ACTUAL FAILURE WAS. WE BELIEVE 1 OF THE PAWLS MAY HAVE COME LOOSE. THE PAWL ATTACH RIVET WAS STILL IN PLACE. THE MAGNETO DRIVE RETAINER AND BUSHINGS WERE ALSO DESTROYED WITH MOST OF THE PIECES HAVE FALLEN INTO THE ENGINE. MAGNETO AND ENGINE WILL BE SENT FOR ANALYTICAL INSPECTION.

2012FA0000291 BEECH LYC FASTENER BACKED OUT

5/1/2012 76 O360* LT AIRBOX

ON RT ENGINE MX FOUND THE CARBURETOR HEAT VALVE SHAFT SCREWS, WASHERS, AND NUTS MISSING. THE CARBURETOR HEAT VALVE SHAFT BEARING WAS DAMAGED. ONE OF THE MISSING SCREWS WAS LODGED IN THROAT OF THE CARBURETOR, BLOCKING THE THROTTLE PLATE FROM RETURNING COMPLETELY TO THE IDLE POSITION. INSPECTED INTAKE SYS AND EACH CYLINDER TO TRY TO FIND ANY OF THE OTHER MISSING HARDWARE, NONE WERE FOUND. NO CYLINDERS HAD ANY VISIBLE INTERNAL DAMAGE. TOP CARBURETOR HEAT VALVE SHAFT BEARING & LT AIRBOX FOUND TO BE WORN. ACFT HAD A 100 HRS INSPECTION 86 HRS PRIOR.

2012FA0000257 BEECH CONT SLICK CONTACT MISSING

3/9/2012 A36 IO550* M3081 MAGNETO

ENGINE WAS RUNNING ROUGH AND WHEN THE MAG SWITCH WAS MOVED TO THE RT MAGNETO POSITION, THE ENGINE WOULD STALL. PERFORMED RUN UP TO VERIFY DISCREPANCY. REMOVED MAG FROM ENGINE AND DISASSEMBLED FAR ENOUGH TO FIND THAT THE CONTACT ASSY PN M3081 HAD THE ARM CONTACT ASSY MISSING. (CONTACT POINT). FURTHER INSPECTION FOUND THE MISSING POINT AND REMOVED IT FROM MAGNETO. REASSEMBLED MAG WITH NEW CONTACT ASSY PN M3081 IAW CMM. PERFORMED ENGINE RUNS WITH NO DEFECTS NOTED. SUSPECT IMPROPER CRIMP OF THE CONTACT POINT TO THE ARM AT MFG.

2012FA0000265 BEECH CONT SPRING BROKEN

3/13/2012 A36 IO550B 35524664 RUDDER

DURING FLIGHT, THE PILOT NOTICED THE AILERON CONTROL WAS PULLING TO THE RT. ACFT RETURNED TO BASE WITHOUT INCIDENT. UPON INSP OF AILERON CONTROL SYS THE UPPER AILERON/RUDDER INTERCONNECT SPRING PN 35-5524664 WAS FOUND BROKEN AT THE BELLCRANK ARM, PN 002-524018-25 END. PROBABLE CAUSE FOR THIS FAILURE IS TIME IN SERVICE.

2012FA0000238 BEECH SMOKE GOGGLES FAILED

4/26/2012 B300 118077 COCKPIT

WHILE VISUALLY INSPECTING PILOT’S AND CO-PILOT’S SMOKE GOGGLES, BOTH RT AND LT RIVETS THAT ATTACH THE STRAPS TO THE GOGGLES LENSES FAILED, CAUSING THE STRAPS TO FALL OFF ALONG WITH THE GOGGLE LENSES. THIS WAS THE CASE WITH BOTH THE PILOT AND CO-PILOTS SIDES.

2012FA0000249 BEECH CONT CIRCUIT BREAKER FAILED

4/28/2012 F33A IO520* 35380132103 STROBE LIGHT

PILOT REPORTED STROBE LIGHTS TO BE INOPERATIVE. DURING TROUBLESHOOTING, FOUND THE STROBE LIGHT CIRCUIT BREAKER TO BE AT FAULT. INSTALLED A NEW STROBE LIGHT CIRCUIT BREAKER . OPS CHECKED GOOD.

2012FA0000240 BEECH CONT CIRCUIT BREAKER FAILED

4/26/2012 F33A IO520BB 35380132103 TAXI LIGHT

PILOT REPORTED TAXI LIGHT TO BE INOPERATIVE. DURING TROUBLESHOOTING, FOUND THE TAXI LIGHT CIRCUIT BREAKER TO BE AT FAULT. INSTALLED NEW CIRCUIT BREAKER. OPS CHECKED OK. NO CAUSES OR RECOMENDATIONS KNOWN AT THIS TIME.

2012FA0000292 BEECH CONT SWITCH FAILED

5/9/2012 F33A IO520BB 35380132103 STROBE

PILOT REPORTED STROB LIGHTS TO BE ON WITH SWITCH TURNED OFF. DURING TROUBLESHOOTING, FOUND THE SWITCH TO COMING APART AND HAD FAILED. THE SWITCH WAS INSTALLED 5 APR 2009 WITH 2730 TSN WITH AN ESTIMATED 10920 CYCLES. INSTALLED NEW STROB LIGHT SWITCH. OPS CHECK WAS GOOD. NO CAUSE OR RECOMMENDATIONS AT THIS TIME.

2012FA0000205 BEECH CONT KEY SHEARED

2/20/2012 F33A IO550B C28150 ALTERNATOR SHAFT

WOODRUFF KEY ON THE ALTERNATOR SHAFT SHEARED LEAVING THE CLUTCH FREE SPOOLING, FREE SPOOLING ON THE ALTERNATOR SHAFT DAMAGING THE ALTERNATOR RING GEAR PN 632018. ALTERNATOR CLUTCH RETAINING NUT AND COTTER PIN REMAINED STILLIN PLACE ON THE SHAFT. THE KEYWAY IN THE ALTERNATOR SHAFT APPEARS TO BE CUT TOO DEEP NOT ALLOWING THE WOODRUFF KEY TO ENGAGE IN THE CLUTCH PROPERLY.

W59R2012043031326 BEECH CONT BEECH HUB CRACKED

4/27/2012 K35 IO470C 278 2781007 PROPELLER

PROPELLER SUBMITTED FOR OIL LEAK. DURING REPAIR, THE HUB WAS MAGNETIC PARTICLE INSPECTED IAW AD 62-17-01. HUB WAS FOUND CRACKED IN THE WELD AREA, WHICH IS THE SUBJECT OF AN AD.

2012FA0000218 BELL ALLSN INDICATOR FAILED

3/7/2012 206B 250C20R 206040093001 XMSN OIL SYS

DURING ROUTINE INSPECTION, DISCOVERED THAT AFTER MAIN ROTOR TRANSMISSION OIL WAS DRAINED, OIL LEVEL INDICATED FULL. OIL LEVEL SIGHT GLASS REMOVED. INSPECTION OF THE OIL LEVEL INDICATOR REVEALED COATING WITH LEVEL MARKINGS HAD SEPARATED FROM THE METALLIC BACK PLATE. THERE IS A RING OF HOLES ON THE CIRCUMFERENCE OF THE INDICATOR. THE HOLES IN THE LEVEL MARKING COATING AND THE BACK PLATE WERE NO LONGER ALIGNED. THIS CONDITION WOULD NOT ALLOW OIL TO DRAIN FROM THE SIGHT GLASS. THE SIGHT GLASS IS THE ONLY MEANS TO DETERMINE THE OIL LEVEL IN THE MAIN ROTOR TRANSMISSION. IMPROPER SERVICING OF THE TRANSMISSION PRESENTS A POTENTIAL FOR SERIOUS PROBLEMS IF LEFT UNDETECTED.

2012FA0000267 BELL BELL SHAFT CORRODED

4/2/2012 407 407040416103 T/R GB OUTPUT

DURING 60 MONTH INSPECTION FOUND PITTING ON OUTPUT SHAFT ABOUT 4 INCHES INBD FROM END OF SHAFT. SHAFT DETERMINED TO BE UNSERVICEABLE.

FOTR0503201235471 BOEING SKIN CORRODED

4/29/2012 717200 ZONE 100

CORROSION ON FUSELAGE SKIN BETWEEN BS 848-858, L28L TO 28R. REPAIRED ON FASI WO 22109, NR 35471.

FY4Y201203070001 BOEING BEAR STRAP CORRODED

3/7/2012 727212 BAC1505100617 ZONE 800

DURING PERFORMED 6C-CHECK, CORROSION WAS FOUND ON AFT ENTRY DOOR CUTOUT BEAR STRAP AT STATION BS 1067 TO 1073 BETWEEN S-12L AND S-15L (DIMENSIONS OF CORROSION AREA:8.750 × 2.250 AND 7.000 × 2.250). AFTER BLEND OUT CORROSION, THE PENETRATION DEPTH WAS OVER LIMIT IAW SRM 53-30-1, PAGE 2C.

7AHR2012040600001 BOEING SEAT TRACK CORRODED

4/6/2012 7372X6C ZONE 200

CORROSION ON SEAT TRACK AT STA 663 TO 727 AND LBL 62. REMOVED CORROSION, SEAT TRACK BECAME OUT OF LIMITS. R & R SEAT TRACK IAW SRM.

7AHR2012040600002 BOEING FLOORBEAM CORRODED

4/6/2012 7372X6C ZONE 200

CORROSION ON FLOORBEAM AT STA 727 AND RBL 24 TO 36. REMOVED CORROSION, FLOORBEAM FOUND TO BE OUT OF LIMITS, FABRICATED REPAIR STRAP AND INSTALLED IAW CURRENT SRM.

7AHR2012040600003 BOEING RUB STRIP GOUGED

4/6/2012 7372X6C LT WING

LT INBD ENGINE TO WING FLAP SUPPORT FITTING RUB STRIP IS GOUGED. REMOVED RUB STRIP, FABRICATED REPAIR STRIP AND INSTALLED STRIP IAW SRM.

7AHR201204062249 BOEING RETAINER SEAL CORRODED

4/6/2012 7372X6C ZONE 500

CORROSION ON NR 2 L/E SLAT LOWER RUB SEAL RETAINER OTBD OF SLAT ACTUATOR ATTACH POINT. REMOVED CORRODED SEAL RETAINER, FABRICATED REPAIR PARTS AND INSTALLED SEAL RETAINER IAW SRM.

Z6WR20120301002 BOEING BOEING RING WORN

3/1/2012 737724 737700 315A22225 THRUST REVERSER

THE 315A2222-5 CASCADE RING HAS EXTENSIVE WEAR/DAMAGE CT THE AFT LWR ATTACHING BOLT LOCATION. HOLE SHOULD BE .3750 -.3754. ACTUAL IS ELONGATED TO APPROX .6210 WITH HEAVY WEAR/MISSING MATERIAL CT THE NUT SIDE. THE 315A2402-5 LATCH BEAM HAS A CORRESPONDING ELONGATED HOLE CT THE AFT LOCATING HOLE CT THE CASCADE RING. HOLE IS ELONGATED OUT TO .4950, SHOULD BE .3750-.3754. ADDITIONAL MATERIAL WEAR/DAMAGE ON THE LOCATING FASTENER HEAD SIDE THAT MEASURES APPROX .070 DEEP X .10 WIDE THE OUTSIDE DIA OF HOLE.

Z6WR20120302003 BOEING BOEING PANEL DELAMINATED

3/2/2012 737724 737700 315A210141 THRUST REVERSER

CMM 78-31-37 REV 23 FIG 35 ITEM 40B. THE 315A2101-41 INNER WALL BONDED PANEL HAS AN AREA OF DISBOND (PERF SKIN TO CORE) THAT MEASURES 1.5 X 24.5". AFTER REMOVING THE DISBONDED PORTION OF THE SKIN IT WAS DISCOVERED THAT THE PERF SKIN WAS PERPARED INCORRECTLY PRIOR TO ORIGINAL BONDING. THE DISBOND AREA KEEPS GROWING AND NOW MEASURES 5.5 X 33.5".

3POR201204300003 BOEING STRUCTURE MISREPAIRED

4/30/2012 747428

INCORRECT REPAIR, INCORRECT FASTENERS.

3POR201204290001 BOEING SKIN MISREPAIRED

4/29/2012 747428 BS 1795

AFT FUSELAGE SKIN, BS 1795, S48L, MISREPAIRED

3POR201204300002 BOEING SKIN MISREPAIRED

4/30/2012 747428 BS 2320

INCORRECT REPAIR OF FUSEALAGE SKIN DAMAGE.

FOTR2107117579 BOEING FRAME DENTED

4/20/2012 7572Q8 ZONE 100

AFT LOWER CARGO COMPARTMENT HAS DENTED FRAME AT LT BS 1500, BETWEEN STRINGERS 25L AND 27L. CUT OUT DAMAGED AREAS, FABRICATED REPAIR "J" DOUBLER, AND INSTALLED REPAIR DOUBLER IAW SRM 53-00-07, FIG 201, REPAIR 5.

ABXR2012043000047 BOEING BRACKET CRACKED

4/30/2012 767205 344T0522 ZONE 500

DURING C INSPECTION, FOUND LT WING FUEL FILL LINE BRACKET CRACKED ABOVE STRINGER 5 WS 665. R & R BRACKET IAW SRM.

ABXR2012043000048 BOEING SHEAR TIE CORRODED

4/30/2012 767205 140T2102536 ZONE 100

DURING C CHECK, FOUND SHEAR TIE AT FS 1087, STR 33 & 34 CORRODED. R & R SHEAR TIE IAW SRM AND DWG.

ABXR2012043000049 BOEING SKIN CRACKED

4/30/2012 767205 RT ELEVATOR

DURING C-CHECK FOUND RT INBD ELEVATOR LOWER OTBD L/E CRACKED. REPAIRED IAW SRM AND REA B655-59698-MR.

ABXR2012043000046 BOEING FITTING GOUGED

4/30/2012 767205 112T7042 ZONE 600

DURING C-CHECK, FOUND RT WING BACKUP FITTING BETWEEN RIBS 8 7 9 GOUGED WS 394. REPAIRED IAW REA B651-59769-MR.

ABXR2012043000043 BOEING FITTING GOUGED

4/30/2012 767205 112T7042 LT WING

DURING C-CHECK, FOUND LT WING BACKUP FITTING BETWEEN RIB 8 & 9 HAS TOOLING MARKS AT WS 394. REPAIRED IAW REA B757-59771-MR.

ABXR2012043000044 BOEING SHIM MIGRATED

4/30/2012 767205 112T50861 ZONE 500

DURING C CHECK FOUND LT WING BACKUP FITTING AT RIB 8 HAS SHIM MIGRATING BETWEEN STRINGERS 18 & 19. REPAIRED IAW REA B657-59770-MR.

ABXR2012043000045 BOEING PWA FITTING GOUGED

4/30/2012 767205 JT9D7R4D 112T5086 ZONE 600

DURING C-CHECK FOUND RT WING RIB 8 BACKUP FITTING HAS TOOLING MARKS AT WS 375. REPAIRED IAW WITH REA B657-59769-MR.

ABXA20120201185 BOEING SHEAR TIE CORRODED

2/1/2012 767232 140T2102207 FUSELAGE

SHEAR TIE CORRODED. REMOVED AND REPLACED SHEAR TIE PER BOEING DWG 140T2102 & SRM 51-40-02, A/W/G.

AMCR2012042504 BOMBDR HNYWL AUXILEC BEARING SEIZED

4/25/2012 BD1001A10 AS90711A RT GENERATOR

GENERATOR REAR BEARING FAILED ON THE RT ENGINE. GENERATOR MOUNTING PAD SHEARED AND GENERATOR SPLIT APART. CREW RECEIVED A GENERATOR FAIL CAS MESSAGE.

2012FA0000244 CESSNA CONT SEAL DETERIORATED

3/8/2012 150F O200A AEC539840 ENG CYLINDER

FOUR NEW CYLINDER ASSEMBLIES WERE INSTALLED. AFTER GROUND RUNS AND 1 BREAK IN FLIGHT THE ENGINE WAS INSPECTED. DURING THE INSPECTION THE PUSHROD TUBE SEAL WERE FOUND TO HAVE LARGE CRACKS AND SPLITS. THE SEALS AND GASKETS WERE SUPPLIED WITH THE CYL KITS FROM MFG. THE TT ON THE SEALS IS LESS THAN 2 HRS.

2012FA0000247 CESSNA SPARK PLUG FAILED

3/6/2012 150G REM38S

TESTED EIGHT REM38S SPARK PLUGS WITH 200 HRS TT AND FOUND THE RESISTORS HAD FAILED, NO RESISTANCE FOUND THROUGH THE SPARK PLUG.

2012FA0000212 CESSNA LYC SLEEVE MISMANUFACTURED

2/23/2012 172N O320* AN8196D FUEL LINE

FUEL LEAK OCCURED AT RIGHT AFT FUEL TANK OUTLET FITTING FUEL LINE FLARED FITTING JOINT. FUEL LINE WAS MANUFACTURED WITH A DEFECTIVE SLEEVE WITH A SHOULDER OF .045" AS OPPOSED TO THE STANDARD DIMMENSION OF .170. FOUND BACK OF FLARE CUT INTO AND NO LONGER ABLE TO CREATE A SEAL ON FLARE FACE BECAUSE THE AN818-6D NUT BOTTOMED OUT ON THE FUEL TANK OUTLET NIPPLE FITTING.

2012FA0000211 CESSNA LYC PAWL LOOSE

2/28/2012 172N O320D2G MAGNETO

TRIED TO START ACFT, PROP WOULD TURN BUT IMPULSE COUPLING COULD NOT BE HEARD SNAPPING. REMOVED LEFT MAGNETO AND FOUND THAT THE RIVET HOLDING ONE OF THE PAWLS HAD BROKEN OFF AND THE PAWL WAS BEATING THE EDGE OF THE MAGNETO, DESTROYING THE LIP. THERE WAS ALOT OF AN OIL METAL PASTE ON ENGINE TO MAG SPACER AND WASHER THAT IS BETWEEN THE PAWL AND IMPULSE COUPLING WAS ON THE SPACER BUT THAT THE SPRING WAS MISSING. REMOVED FILTER AND FOUND THAT THERE WAS METAL IN THE FILTER. CAUSE OF THIS WAS THE RIVET THAT HOLDS THE PAWLS.

BQVD2012041600000 CESSNA CESSNA SWITCH OVERHEATED

4/16/2012 172P S21604 INSTRUMENT PANEL

ON CLIMB-OUT, CREW NOTICED SMOKE EMANATING FROM ABOVE AND BELOW INSTRUMENT PANEL. ATC WAS NOTIFIED, THE MASTER SWITCH WAS TURNED OFF, AND THEY RETURNED TO DEPARTURE. FIRE/ RESCUE PERSONNEL VERIFIED THERE WAS NO ACTIVE FIRE. THE ACFT WAS TURNED OVER TO MX FOR INSP AND REPAIR. MX PERSONNEL DETERMINED THAT THE PROBLEM WAS WITH THE LANDING LIGHT SWITCH. THE LANDING LIGHT SWITCH WAS REPLACED WITH A CURRENT PART NUMBERED SWITCH. AN OPS CHECK WAS PERFORMED WITH NO DIFFICULTIES NOTED.

2012FA0000254 CESSNA LYC RUDDER BAR CRACKED

5/2/2012 172RG O360F1A6 24670012 ZONE 100

RUDDER BAR WELD ASSY, RT FOOT BRAKE & RUDDER PEDAL. THE PART CRACKED CIRCUMFERENTIALLY AT THE APPROXIMATE MIDPOINT OF THE ASSY ALONG SIDE THE GEAR TEETH THAT ALLOW THIS PART TO ENGAGE THE WELD ASSY FOR THE LT BRAKE & RUDDER PEDALS.

2012FA0000287 CESSNA LYC TIRE DEFLATED

5/7/2012 172S IO360L2A 505C665 ZONE 700

NOSE TIRE DEFLATED ON LANDING.

2012FA0000288 CESSNA LYC STRUT FAULTED

5/8/2012 172S IO360L2A 07436311 NLG

DURING PHASE INSPECTION, NOSE GEAR STRUT BOROSCOPED AND CONECTING PINS FOR INNER STRUT TUBE FOUND TO BE LOOSE AND MIGRATING. ORIGINAL BONDED DESIGNED INNER STRUT TUBE WAS INSTALLED.

2012FA0000248 CESSNA CONT SPARK PLUG FAILED

3/5/2012 180J O470* RHM40E RESISTOR

DURING ANNUAL INSPECTION, THE SPARK PLUGS, RHM40E WERE CLEANED AND TESTED AND ONE OF THE NEW PLUGS THAT WAS INSTALLED 12 MONTHS AGO DURING THE LAST ANNUAL AND NOW HAS 14 HRS TT SINCE INSTALLATION, THE PLUG FAILED THE INTERNAL RESISTANCE CHECK: THERE WAS NO CINTINUITY THROUGH THE PLUG AT ALL. THE PLUG WAS RETURNED TO MFG FOR REVIEW OF THE FAILURE OF A VIRTUALLY NEW PLUG.

2012FA0000270 CESSNA CONT SLICK CONTACT LOOSE

3/30/2012 182D O470L MAGNETO

PILOT REPORTED A HIGH MAGNETO DROP. UPON INSPECTION THE LT MAGNETO WOULD NOT TIME CONSISTENTLY. REMOVED AND DISASSEMBLED THE MAGNETO AND FOUND 1 SIDE OF THE CONTACT POINT TO BE VERY LOOSE.

2012FA0000215 CESSNA BULKHEAD CRACKED

4/20/2012 182T 0713787110713787 ZONE 100

CRACKS FOUND IN FLANGE OF BOTH THE LEFT AND RIGHT FUSELAGE BULKHEADS AT STATION 17. CRACKS

RADIATING FROM UPPER BOLT HOLE WHERE FUELING STEP ATTACHES. BOLT HOLE IS TOO CLOSE TO BEND RADIUS OF BULKHEAD, CAUSING DISTRESS WHEN BOLT IS TIGHTENED. SECOND INSTANCE FOUND IN "RESTART" AIRCRAFT.

2012FA0000216 CESSNA BULKHEAD CRACKED

4/20/2012 182T 0713787110713787 ZONE 100

CRACKS FOUND IN FLANGE OF BOTH THE LT AND RT FUSELAGE BULKHEAD AT STATION 17. CRACKS RADIATING FROM THE UPPER BOLT HOLE WHERE THE FUELING STEP ATTACHES. BOLT HOLE IS TOO CLOSE TO BEND RADIUS OF BULKHEAD, CAUSING DISTRESS WHEN BOLT IS TIGHTENED.

2012FA0000213 CESSNA TRANSISTOR MISINSTALLED

4/19/2012 208B 2N6576 DIMMER

DURING LIGHTING SYS INSPECTION, FOUND PANEL LIGHTS FOR CIRCUIT BREAKERS & SWITCHES INOPERATIVE. TROUBLESHOOTING FOUND A DEFECTIVE DRIVE TRANSISTOR IN DIMMER CIRCUIT. DRIVE TRANSISTOR INSPECTED & TESTED. TRANSISTOR FOUND TO HAVE A BASE TO EMITTER OPEN. FOUND ALL TRANSISTORS TO BE IMPROPERLY MOUNTED ON HEATSINK. INSULATORS PREVENTED DRIVE TRANSISTOR FROM MOUNTING ON HEAT SINK PROPERLY CREATING EXCESSIVE HEAT BUILDUP IN TRANSISTOR. REPAIRED AND CIRCUITS WERE TESTED & HEAT CONDUCTION TO HEAT SINK VERIFIED.

2012FA0000281 CESSNA CONTROL CABLE FRAYED

5/7/2012 208B 2660001105 TE FLAPS

DURING ROUTING INSPECTION, FOUND FLAP CABLE WHICH RUNS FROM THE INNER BELLCRANCK TO THE OUTER END OF THE FLAP, FRAYED AT THE CONNECTION TO THE FAIRLEAD. CABLE WAS BROKEN FOR ABOUT 30 PERCENT. CABLE WAS ORIGINAL. FROM SLIP MARK THE CABLE HAD NOT SLIPPED.

M36R20120424001 CESSNA PWA VENT LINE CORRODED

4/24/2012 208B PT6A114A S5114S51148 ENGINE

IN COMPLIANCE OF A FLEET CAMPAIGN DIRECTIVE DURING AN ENGINE INSPECTION, A MECHANIC CHECKING THE VENT LINE OF THE OVERBOARD ENGINE BREATHER, FOUND THE RUBBER SECTION SWOLLEN INTERNALLY. LEFT UNCHECKED TO THE POINT OF OBSTRUCTION, IT WOULD CAUSE THE ENGINE OF THIS ACFT TO START CONSUMING LARGE AMOUNTS OF ENGINE OIL AND COMPROMISE THE ENGINE BEARING SEALS RESULTING IN EXPENSIVE ENGINE REPAIRS. THE FLEET CAMPAIGN DIRECTIVE MENTIONED ABOVE WAS GENERATED BY THIS ACFT OPERATOR TO ADDRESS THE CONDITION OF THESE AGING HOSE SECTIONS.

2012FA0000217 CESSNA CONT CYLINDER CRACKED

3/6/2012 340A TSIO520N AEC631397 INTAKE SEAT

IN CRUISE, AIRCRAFT EXPERIENCED VIBRATION. CHECKED COMPRESSION ON RT ENGINE, FOUND NR 3 CYLINDER HAD 0/80. REMOVED CYLINDER AND FOUND CRACKED FROM SPARK PLUG HOLE TO INTAKE SEAT. INSTALLED NEW CYLINDER AND GROUND RAN. ACFT WAS RETURNED TO SERVICE NO FURTHER ISSUES. NO INDICATION AS TO THE CAUSE OR RECOMMENDATIONS AS TO HOW TO PREVENT REOCCURRANCE.

2012FA0000276 CESSNA LANDING GEAR COLLAPSED

3/8/2012 401B NOSE

ACFT LANDED & NLG COLLAPSED. NLG REPORTED TO HAVE BEEN OPERATED FOR A PERIOD OF TIME WITH A DEFLATED NOSE STRUT. STRUT SERVICED, ALSO REPORTED NLG HAD BEEN SUBJECT TO ROUGH OPERATION, OPERATED IN & OUT OF A GRASS AIRSTRIPS. NLG EXTENDED & RETRACTED USING ELECTRIC & MANUAL SYS. BOTH TIMES GEAR WOULD COME WITHIN .5" OF FULL DOWN TRAVEL. DETERMINED THAT EXTENSIVE DAMAGE HAD OCCURRED TO THE NLG EXTENSION SYS FROM COLLAPSE. APPEARED THAT THERE WAS EXCESSIVE PLAY IN ASSOCIATED RODS, BELL CRANKS, & BUSHINGS IN NLG DOWN SYS. DUE TO EXCESSIVE WEAR. IT APPEARS AS THOUGH DOWN SYS BECAME WORN & OUT OF RIG, PREVENTING FULL DOWN ACTUATION OF NLG ACTUATING ROD. NLG SYS ALSO APPEARED TO BE DRY OF LUBRICATION.

GNMA20120418 CESSNA SPAR CRACKED

4/18/2012 414A 50111482 ZONE 100

DURING ROUTINE INSPECTION OF ACFT, 2 CRACKS WERE FOUND ON THE TOP, FORWARD MAIN SPAR WEB AT FS 154.50. AREA OF CRACK IS A TYPICAL AREA FOR CRACKS IAW SRM. REPAIR PROCEDURES OF FRONT SPAR WEB IS OUTLINED IN THE SRM.

GNMA6640C021912 CESSNA CONT ENGINE MAKING METAL

2/19/2012 414A TSIO520NB TSIO520NB LEFT

AIRCRAFT LEFT ENGINE WAS SHOWING LOW OIL PRESSURE 10 MINUTES OUT OF AIRPORT, ALL OTHER ENGINE GAUGES READ NORMAL. PILOT STARTED LEFT ENGINE FOR DEPARTURE BACK, BUT LEFT ENGINE OIL PRESSURE GAUGE DID NOT RESPOND. TROUBLESHOT ENGINE AND FOUND METAL SHAVING IN OIL FILTER, NO FURTHER ACTION HAS BEEN TAKEN TO DETERMINE CAUSE OF ENGINE WEAR. AIRCRAFT HAS BEEN GROUNDED FOR ENGINE REPLACEMENT.

2012FA0000209 CESSNA CONT CYLINDER CRACKED

2/28/2012 414A TSIO520NB ENGINE

AT 370, TTSMO WITH NEW CYLINDERS AT O/H, CHANGED NR 1, 3, 5 CYLINDERS FOR CRACKS IN FIN ON INTAKE AT 740 TTSMO. CHANGE 2, 4, CYLINDERS FOR CRACKS IN THE INTAKE FINS.

2012FA0000210 CESSNA CONT CYLINDER HEAD FAILED

11/28/2011 414A TSIO520NB ENGINE

ENGINE HAD INFLIGHT SHUTDOWN DUE TO NR 2 CYLINDER HEAD BLOWN OUT AND MELTING NR 4 CYLINDER HEAD INTAKE, CAUSING MANIFOLD PRESSURE TO DROP AND FUEL AIR CHARGE TO IGNITE AND BLOW OUT THRU LOUVERS IN TOP OF COWL.

2012FA0000246 CESSNA CONT GASKET FAILED

3/22/2012 421C GTSIO520* 635823 OIL CAP

OIL FILLER CAP GASKET ON ENGINE. HAVE REPLACED THE GASKET TWO TIMES DUE TO DISTORTION AND TORN. GASKET MATERIAL LACKS STABILITY FOR THE TWISTING FORCE IT IS SUBJECTED TO. THE MATERIAL SQUEEZES OUT OF PLACE AND WINDS UP IN THE WINGS OF THE CAP. THIS CAUSES AN OIL SEEP. THE FACTORY SENT 3 EA GASKETS AT THE 100 HUR MARK ON THE ENGINE WHEN I MADE COMMENTS TO THEM. THE 2ND ONE CHANGED WITHIN 150 HRS TIS WAS TORN. THE MATING SURFACES ARE SMOOTH. THE GASKET MATERIAL SEEMS TO BE DISPLACED BY THE SQUEEZE OF THE CAP PRESSURE TO FORCE THE GASKET INTO THE WINGS/FINGER HOLDS ON THE CAP. THIS CAUSES A LEAK. THE GASKET MATERIALIS ALSO TEARING IN THIS APPLICATION.

GNMA6640C032712 CESSNA PWA ENGINE OVERTEMP

3/27/2012 425 PT6A112 RIGHT

ACFT DEPARTED AND ON DECENT THE RT ENGINE WAS ABRUPT AND VIBRATED. PILOT NOTICED AN INCREASE ON THE INTER-TURBINE TEMPERATURE AND A DECREASE IN ENGINE TORQUE. ENGINE WAS SHUTDOWN AS A PRECAUTIONARY ACTION AND RETURNED TO DEPARTURE AIRPORT WHICH WAS WITHIN 10 MINUTES OF FLIGHT. ACFT LANDED SAFELY. A BORESCOPE INSP WAS PERFORMED ON ENGINE AND ALL VISUAL INSP WERE GOOD. OIL SCREEN AND CHIP DETECTOR WERE INSPECTED AND NO METAL PARTICLES WERE FOUND. ENGINE OVERTEMP LIMITS PER SECOND ARE BEING EVALUATED TO DETERMINE MX PROCEDURES.

2012FA0000237 CESSNA PRESSURE SWITCH

SHORTED

4/25/2012 550 6607A745 THRUST REVERSER

NR 1 THRUST REVERSER "ARM" LIGHT ILLUMINATED CONTINUOUSLY, WITH ENGINES SHUTDOWN. THE FAULT LIES IN THE ARM LIGHT PRESSURE SWITCH. INSTALLING A NEW SWITCH FIXED THE PROBLEM.

2012FA0000232 CESSNA HSI FAILED

4/23/2012 560XL 5203151003 STANDBY

CREW COMMENTED THAT STANDBY HSI IS INOPERATIVE AND UNRELIABLE. NAV FLAG CAME INTO VIEW ENROUTE. REMOVED AND INSTALLED A REPAIRED HORIZONTAL SITUATION INDICATOR PN 520-3151-003 SN 16485 IAW MM 34-23-01. OPS CHECK GOOD. INDICATOR REPAIRED. WORK COMPLIED WITH.

DXTR20120424001 CESSNA BRACKET CRACKED

4/24/2012 560XL 66611542 ZONE 100

RUDDER AUTOPILOT CABLE BRACKET AT AFT CANTED BULKHEAD IS CRACKED ON INBD RIVET LINE. R & R RUDDER AUTOPILOT CABLE BRACKET IAW SRM 51-40-03 AND MM 22-11-01.

DXTR20120424002 CESSNA LINE CHAFED

4/24/2012 560XL 651710577 LT BRAKE

LEFT BRAKE LINE FWD OF COPILOTS RT RUDDER PEDAL IS CHAFED DUE TO RUDDER PEDAL CONTACT. R & R LT BRAKE LINE ASSY FWD OF COPILOTS RT RUDDER PEDAL IAW MM 20-10-06.

2012FA0000273 CESSNA ARM WORN

3/13/2012 680CE 696400015 FS 303.9

UPON RT CABIN FLOOR PANEL REMOVAL (162ET) IT WAS OBSERVED THAT THERE WAS SOME FRETTING MATERIAL ON THE INSULATION BAGS AND THE SURROUNDING AREA. FURTHER INVESTIGATION REVEALED THAT THE RT (PN 6964000-16) AND LEFT (PN 6964000-15) ARMS THAT CONNECT THE BRAKE METERING VALVE TO THE BRAKE CABLE CLEVISES WERE SEVERELY WORN. THE BOLTS AND CLEVISES AT THE ATTACH POINTS ARE WEARING INTO THE BRAKE METERING VALVE ARMS. IT LOOKS LIKE THE BUSHINGS (SPACER PN NAS43DD4-16FC) WERE NEVER INSTALLED. RECOMMEND DURING A 3AEMERGENCY BATTERY SERVICE OR AN INSPECTION THAT THIS PANEL (162ET) IS REMOVED, THAT THE ARMS BE INSPECTED FOR WEAR AND THAT THE SPACER IS INSTALLED.

2012FA0000274 CESSNA ARM WORN

3/13/2012 680CE 696400016 FS303.9

UPON RT CABIN FLOOR PANEL REMOVAL (162ET) IT WAS OBSERVED THAT THERE WAS SOME FRETTING MATERIAL ON THE INSULATION BAGS AND THE SURROUNDING AREA. FURTHER INVESTIGATION REVEALED THAT THE RT (PN 6964000-16) AND LEFT (PN 6964000-15) ARMS THAT CONNECT THE BRAKE METERING VALVE TO THE BRAKE CABLE CLEVISES WERE SEVERELY WORN. THE BOLTS AND CLEVISES AT THE ATTACH POINTS ARE WEARING INTO THE BRAKE METERING VALVE ARMS. IT LOOKS LIKE THE BUSHINGS (SPACER PN NAS43DD4-16FC) WERE NEVER INSTALLED. RECOMMEND DURING A 3AEMERGENCY BATTERY SERVICE OR AN INSPECTION THAT THIS PANEL (162ET) IS REMOVED, THAT THE ARMS BE INSPECTED FOR WEAR AND THAT THE SPACER IS INSTALLED.

2012FA0000235 CESSNA CONT CYLINDER HEAD CRACKED

4/24/2012 A188B IO550D AEC631397 ENGINE

CYLINDER HEADS FOUND TO BE CRACKED. ALL OF THE CYLINDERS WERE INSTALLED NEW FEB 15,2012. ACFT HAS BEEN FLOWN 404.3HRS. PILOT HAD LOSE OF POWER AND RETURNED TO AIRPORT. 2 CYLINDERS FOUND CRACKED AND LEAKING DURING COMPRESSION CHECK. REMAING CYLINDERS COMPRESSION CHECKED OK. VISUAL INSP OF CYLINDERS REVIELED THAT 5 OF THE 6 WERE CRACKED. SN OF CRACKED CYLINDERS ARE AS FOLLOWS; 52119-16, 52119-19, 52119-22, 52119-24, 52119-25

2012FA0000220 CESSNA STARTER BURNED

2/14/2012 T210N PM2407 ENGINE

PILOT REPORTED THAT ON LANDING, ACFT LOST ALL ELECTRICAL POWER. PERFORMED INSPECTION AND TROUBLESHOOTING. FOUND BATTERY, STARTER AND STARTER RELAY AT FAULT. ACFT HAD A BURNED WIRE, ELECTRICAL ODOR. FOUND THAT THE STARTER STAYED ENGAGED AND IT ACTED LIKE AN ELECTRICAL GENERATOR OVERCHARGING THE ELECTRICAL SYS CAUSING THE BATTERY TO FAIL. POSSIBLE CAUSE OF THE PROBLEM IS THE STARTER RELAY FAILED TO OPEN ONCE THE ENGINE STARTED.

2012FA0000221 CESSNA BATTERY DAMAGED

2/14/2012 T210N RG2411M

PILOT REPORTED THAT ON LANDING, ACFT LOST ALL ELECTRICAL POWER. PERFORMED INSP AND TROUBLESHOOTING. FOUND BATTERY, STARTER AND STARTER RELAY AT FAULT. ACFT HAD A BURNED WIRE, ELECTRICAL ODOR. FOUND THAT THE STARTER STAYED ENGAGED AND IT ACTED LIKE AN ELECTRICAL GENERATOR OVERCHARGING THE ELECTRICAL SYSTEM CAUSING THE BATTERY TO FAIL. POSSIBLE CAUSE OF

THE PROBLEM IS THE STARTER RELAY FAILED TO OPEN ONCE THE ENGINE STARTED.

2012FA0000222 CESSNA CONTACTOR SHORTED

2/14/2012 T210N S1577A1 FIREWALL

PILOT REPORTED THAT ON LANDING, ACFT LOST ALL ELECTRICAL POWER. PERFORMED INSP AND TROUBLESHOOTING. FOUND BATTERY, STARTER AND STARTER RELAY AT FAULT. ACFT HAD A BURNED WIRE, ELECTRICAL ODOR. FOUND THAT THE STARTER STAYED ENGAGED AND IT ACTED LIKE AN ELECTRICAL GENERATOR OVERCHARGING THE ELECTRICAL SYSTEM CAUSING THE BATTERY TO FAIL. POSSIBLE CAUSE OF THE PROBLEM IS THE STARTER RELAY FAILED TO OPEN ONCE THE ENGINE STARTED.

2012FA0000275 CESSNA CONT CYLINDER HEAD SEPARATED

3/27/2012 U206D IO520F AEC631397 NR 3 CYLINDER

JUST AFTER REACHING CRUISING ATTITUDE OF 2500 FT MSL, THE ENGINE BEGAN PRODUCING A LOUD NOISE, ACCOMPANIED BY LOSS OF POWER AND EXTREME VIBRATION. A SAFE LANDING WAS ACCOMPLISHED, WHERE IT WAS DETERMINED THT THE CYLINDER HEAD ON THE NR3 CYLINDER HAD SEPARATED AT THE TOP END OF THE CYLINDER BARREL. NO OTHER SIGNIFICANT DAMAGE WAS NOTED. CAUSE OF THE SEPARATION IS UNDETERMINED AT THIS TIME.

2012FA0000179 CIRRUS RELAY FAULTY

4/4/2012 SR20 V23234A0004X051 TE FLAPS

FLAPS STUCK IN DOWN POSITION. CONDITION TRACED TO A FAULTY RELAY. THIS IS A CHRONIC PROBLEM ENCOUNTERED ON 6 ACFT.

2012FA0000204 CIRRUS CONT SPARK PLUG CRACKED

2/24/2012 SR22 IO550N RHB32S ENGINE

REPLACED ALL FINE WIRE SPARK PLUGS RHB32S WITH NEW RHB32E MASSIVE ELECTRODE PLUGS. TWO SPARK PLUGS HAD CRACKED INSULATION WITH SOME INSULATION MISSING.

2012FA0000290 CIRRUS CONT CONT SEAL LEAKING

5/8/2012 SR22 IO550N FUEL CONTROL

FUEL LEAKING PAST MIXTURE CONTROL SHAFT SEALS. ACFT AND ENGINE HAS A TURBO NORMALIZING SYS INSTALLED. WHEN ELECTRIC FUEL PUMP OPERATED ON BOOST (LOW), ENGINE DRIVEN FUEL PUMP HAD A LEAKAGE RATE OF FUEL OF ABOUT 1 DRIP EVERY 1.5 TO 2 SECONDS.

2012FA0000268 CIRRUS CONT ATTACH BRACKET CRACKED

4/5/2012 SR22 IO550N 646404 NR2 ALTERNATOR

INVESTIGATING A NR 2 ALTERNATOR NO OUTPUT CONDITION. FOUND THAT THE NR 2 ALTERNATOR ATTACH POINT CRACKED THRU. SUSPECT DEFECT CASTING OF PART. RECOMENDATION WOULD BE TO MAKE THE PART FROM BILLET ALLUMINUM INSTEAD OF CAST ALUNIMUM.

2012FA0000269 CIRRUS CONT ATTACH BRACKET CRACKED

4/5/2012 SR22 IO550N 646404 NR2 ALTERNATOR

ON 100 HR INSPECTION, FOUND CRACK ON LOWER NR 2 ALTERNATOR ATTACH POINT. SUSPECT DEFECT CASTING OF PART. RECOMENDATION WOULD BE TO MAKE THE PART FROM BILLET ALUMINUM.

2012FA0000203 CNDAIR CONTROLLER FAILED

2/14/2012 CL6002A12 820465 ADG DEPLOY

AIRCRAFT ON RAMP, APU WAS SHUTDOWN AFTER RUNS AND ADG AUTOMATICALLY DEPLOYED. THIS OPERATION SHOULD NOT HAVE HAPPENED UNLESS ACFT IS IN THE AIR. TROUBLESHOOTING FOUND THE CONTROLLER FAILED. RECOMMENDED REPLACEMENT TO CUSTOMER AND THIS WAS ACCOMPLISHED. UNKNOWN FAILURE INSIDE BOX, UNABLE TO DETERMINE EXACT CAUSE.

2012FA0000278 CNDAIR GE BRACKET CRACKED

3/28/2012 CL6002B16 CF343B 22858220805 THRUST REVERSERS

THRUST REVERSER WOULD NOT INDICATE EXTENDED. FOUND BRACKET THAT HOLDS THE RETRACT AND EXTEND SWITCHES TO BE CRACKED AROUND THE EXTEND SWITCH WHICH ALLOWED THE SWITCH TO MOVE WHEN THE THRUST REVERSER CONTACTED IT DURING EXTENSION. CAUSE APPEARS TO BE CRACKING DUE TO REPEATED CONTACT BETWEEN THRUST REVERSER AND SWITCH ON AN ALUMINUM BRACKET. REPLACED BRACKET.

N6WA2012050302 CNDAIR BULB BURNED OUT

5/3/2012 CL6002C10 EMERGENCY LIGHT

EMERGENCY LIGHT SECOND TO LAST ON CEILING IS OUT. REPLACED BULB.

V0XR20120508J0034 CNDAIR STEP WORN

5/7/2012 CL6002C10 601R316709 PAX DOOR

PASSENGER DOOR TOP STEP SPONGY IN THE CENTER AREA. R & R PASSENGER DOOR TOP STEP IAW AMM 52-11-04. (REF. W/O 80072, W/C 8020)

V0XR20120508J0035 CNDAIR CABLE DAMAGED

5/7/2012 CL6002C10 601R3181273 PAX DOOR

ICE BREAKER CABLE LOCATED IN PASSENGER DOOR DAMAGED BEYOND SERVICEABLE LIMITS. R & R PASSENGER DOOR ICE BREAKER CABLE IAW AMM 52-11-15.

V0XD20120418J0004 CNDAIR THRESHOLD CORRODED

4/16/2012 CL6002C10 5H670321723 ZONE 800

RT SERVICE DOOR SILL CORRODED BEYOND SERVICEABLE LIMITS FROM FS 280.00 TO FS 319.70. R & R SERVICE DOOR THRESOLD SILL IAW SRM 51-42-06, 51-23-00.

V0XD2012041800005 CNDAIR THRESHOLD CORRODED

4/16/2012 CL6002C10 5H670318215 ZONE 800

PASSENGER DOOR SILL/THRESHOLD CORRODED BEYOND SERVICEABLE LIMITS, FS 310.00, R & R PASSENGER DOOR THRESHOLD SILL IAW SRM 51-42-00, 51-42-06.

V0XR20120508J0028 CNDAIR FLOORBEAM CORRODED

5/7/2012 CL6002C10 CC67034175 ZONE 100

FS 280 FLOORBEAM CORRODED BEYOND SERVICEABLE LIMITS. REMOVED CORROSION IAW REO 670-53-11-046. ORIGINAL THICKNESS 0.040 ", MATERIAL REMAINING AFTER CORROSION REMOVAL 0.038 ", MATERIAL THICKNESS REMAINING AFTER REPAIR WITHIN SERVICEABLE LIMITS, TREATED AND PRIMED REPAIR AREA IAW SRM 51-25-06.

V0XR20120508J0029 CNDAIR FLOORBEAM CORRODED

5/7/2012 CL6002C10 CC670332929 BS 279

FS 279 FLOORBEAM CORRODED AT RBL 9 TO LBL 9 BEYOND SERVICEABLE LIMITS. INSTALLED NEW FLOORBEAM IAW SRM 51-42-13, 51-42-21.

V0XR20120508J0030 CNDAIR ANGLE CORRODED

5/7/2012 CL6002C10 SH670318403 BS 280

FWD VERTICAL POST (CLOSING ANGLE) AT LBL 9, BS 280.00, WL 72.50 CORRODED BEYOND SERICEABLE LIMITS. R & R FWD VERTICAL POST (CLOSING ANGLE), TREATED, PRIMED AND PAINTED WITH TOPCOAT IAW SRM 51-42-06, 51-40-11.

V0XR20120508J0031 CNDAIR ANGLE CORRODED

5/7/2012 CL6002C10 SH670318216 ZONE 200

PASSENGER DOOR THRESHOLD BOTTOM ANGLE AFT CAP CORRODED BEYOND SERVICEABLE LIMITS, FS 349, R & R PASSENGER DOOR THRESHOLD LOWER ANGLE AFT CAP IAW SRM 51-42-00, 51-10-06.

V0XR20120508J0032 CNDAIR ANGLE CORRODED

5/7/2012 CL6002C10 SH670318216 ZONE 200

PASSENGER DOOR THRESHOLD BOTTOM ANGLE FWD CAP CORRODED BEYOND SERVICEABLE LIMITS, FS 349. R & R PASSENGER DOOR THRESHOLD LOWER ANGLE FWD CAP IAW SRM 51-42-00, 51-10-06.

V0XR20120508J0033 CNDAIR SEAT TRACK CORRODED

5/7/2012 CL6002C10 SH670374113 BS 785.15

LEFT SEAT TRACK AT FS 785.15, AFT OF OVERWING EXIT DOOR, CORRODED BEYOND SERVICEABLE LIMITS. CLEANED AND BLENDED SEAT TRACK, BLENDED 0.018" WITHIN THE MAXIMUM 0.35" LIMIT IAW SRM 53-41-49.

V0XR05082012J0028 CNDAIR FLOORBEAM CORRODED

5/7/2012 CL6002C10 CC67034175 ZONE 100

FS 280 FLOORBEAM CORRODED. REMOVED CORROSION IAW REO 670-53-11-046. ORIGINAL THICKNESS 0.040 ", MATERIAL REMAINING AFTER CORROSION REMOVAL 0.038 ", MATERIAL THICKNESS REMAINING AFTER REPAIR WITHIN SERVICEABLE LIMITS, TREATED AND PRIMED REPAIR AREA IAW SRM 51-25-06.

V0XR05082012J0030 CNDAIR ANGLE CORRODED

5/7/2012 CL6002C10 SH670318403 ZONE 100

FWD VERTICAL POST (CLOSING ANGLE) AT LBL9, BS 280, WL 72.50 CORRODED BEYOND SERICEABLE LIMITS. R & R FWD VERTICAL POST (CLOSING ANGLE), TREATED, PRIMED, & PAINTED WITH TOPCOAT IAW SRM 51-42-06, 51-40-11.

V0XR20120422J0027 CNDAIR FLOOR SUPPORT CRACKED

4/19/2012 CL6002C10 SH67033332 ZONE 100

FLOOR SUPPORT ANGLE AT BS 310 TO 333, FOUND CRACKED. FABRICATED AND INSTALLED REPLACEMENT FLOOR SUPPORT IAW SRM 51-25-06 AND DG SH670-33332.

V0XR20120422J0022 CNDAIR ANGLE CORRODED

4/19/2012 CL6002C10 SH670318255 PAX DOOR

PASSENGER DOOR LOWER THRESHOLD KICK ANGLE CORRODED BEYOND SERVICEABLE LIMITS. REMOVED AND CLEANED CORROSION FROM KICK ANGLE,.004" MATERIAL REMOVED, PART WITHIN LIMITS, TREATED, PRIMED,AND PAINTED WITH TOPCOAT LAW SRM 53-21-23, 51-21-06,51-25-06, 51-25-16, 51-42-06, AMM 51-21-01, 51-23-00. (REF W/O 80069, W/C 1070)

V0XR20120422J0023 CNDAIR BULKHEAD WEB CORRODED

4/19/2012 CL6002C10 CC670341707S ZONE 100

FS 280 LT BULKHEAD WEB CORRODED BEYOUND SERVICEABLE LIMITS. R & R FS 280 LT BULHEAD WEB LAW SRM 51-42-06, 51-42-13, 51-42-21, 51-23-00, REO670-53-11-052.

V0XR20120422J0024 CNDAIR FLOORBEAM CORRODED

4/19/2012 CL6002C10 CC670341757S ZONE 100

FS 280 FLOORBEAM CORRODED BEYOND SERVICEABLE LIMITS. R & R FS 280 FLOORBEAM, LAW REO 670-53-11-0047 & REO 670-53-11-046 AND SRM 51-42-20, 51-42-06.

V0XR20120422J0025 CNDAIR SILL CORRODED

4/19/2012 CL6002C10 SH670321713 ZONE 100

FS 280, SILL CORRODED BEYOND SERVICEABLE LIMITS. R & R SILL AND INSTALLED IAW SRM 51-40-11, 51-42-13, 51-42-06.

V0XR20120422J0026 CNDAIR ANGLE CORRODED

4/19/2012 CL6002C10 CC670331993 ZONE 100

FS 260 TO 280, LT RECEPTICLE ANGLE CORRODED BEYOND SERVICEABLE LIMITS. REMOVED AND CLEANED CORROSION, TREATED AND INSTALLED PROTECTIVE FINISH IAW SRM 51-21-11, 51-25-06.

V0XR20120422J0028 CNDAIR ANGLE DEFORMED

4/19/2012 CL6002C10 SH670318403 ZONE 200

PASSENGER DOOR KICK ANGLE CLOSING PLATE DAMAGED BEYOND SERVICEABLE LIMITS (DEFORMED/DENTED). R & R PASSENGER DOOR KICK ANGLE CLOSING PLATE IAW SRM 53-21-23, 51-42-06, 51-42-21, 51-40-11 AND AMM 51-21-01-380-801.

V0XR20120422J0029 CNDAIR ANGLE DAMAGED

4/19/2012 CL6002C10 SH670318214 ZONE 200

PASSENGER DOOR END CAPS DAMAGED BEYOND SERVICEABLE LIMITS. R & R PASSENGER DOOR KICK ANGLE END CAP, LAW SRM 53-21-23, 51-42-06.

V0XR20120422J0030 CNDAIR ANGLE DAMAGED

4/19/2012 CL6002C10 SH670318215 ZONE 200

PASSENGER DOOR FORWARD CAP DAMAGED BEYOND SERVICEABLE LIMITS. R & R PASSENGER DOOR KICK ANGLE FORWARD CAP, LAW SRM 53-21-23, 51-42-06. 51-40-11, AMM 51-21-01-380-801.

V0XR20120422J0031 CNDAIR ANGLE DAMAGED

4/19/2012 CL6002C10 SH670318259 ZONE 200

PASSENGER DOOR MID CAP DAMAGED BEYOND SERVICEABLE LIMITS. R & R PASSENGER DOOR KICK ANGLE MID CAP, IAW SRM 51-41-02, 51-42-06. 51-40-11.

V0XR2012042700006 DHAV SKIN DENTED

4/27/2012 DHC8106 8714003 RT NACELLE

DENT ON LT SIDE OF OF RT NACELLE AT XN=72.0 AND ZN=1.0. DENT ON COWL ASSY IS LOCATED 6.25" FROM TOP EDGE OF DOOR AND 8.25" FROM FORWARD EDGE. DENT IS MEASURED AT 0.015 DEEP AND 0.700 DIAMETER AND FOUND TO BE IN LIMITS WITH SRM 54-00-16 AND REPAIR DWG 8-71-885. NDT INDICATES NO CRACKS IAW NDTM PART 6.

2012FA0000245 DIAMON CONT TUBE FAILED

3/22/2012 DA20C1 IO240B NLG TIRE

ACFT LANDED AFTER A TRAINING MISSION. THE NOSE TIRE WENT FLAT ON OR DURING THE LANDING AND SUBSEQUENT ROLLOUT. THE ACFT WAS INSPECTED (NOSE TIRE AND WHEEL ASSY) AND IT WAS VERIFIED BY MX THAT THE NOSE TIRE WAS IN FACT DEFLATED. THE REPAIR EFFORTS BY MX CONSISTED OF A REPLACEMENT NOSE WHEEL/TIRE AND WHEEL ASSY PERFORMED. THE APPROPRIATE PAPERWORK WAS COMPLETED AND THE ACFT WAS RETURNED TO SERVICE. THE FINDING IN THIS MATTER REVEALED A SMALL HOLE IN THE SIDE OF THE TUBE WHICH APPEARS TO BE A MFG DEFECT. HAVE CONTQCTED OUR SUPPIERS TO MAKE THEM AWARE OF THIS PROBLEM SO WE CAN FIND A RESOLUTION.

2012FA0000227 DIAMON TUBE MISMANUFACTURED

3/15/2012 DA40 G156006 TIRE

AFTER TOUCHDOWN, ACFT WAS ABLE TO MAINTAIN DIRECTIONAL CONTROL. REMOVED AND REPLACED OR TIRE WHEEL ASSY. DEFECTIVE TIRE WHEEL ASSY DISASSEMBLED AND A SMALL PUNCTURE DISCOVERED IN THE SIDEWALL OF THE TUBE. DETERMINED THAT THIS WAS A MANUFACTURER DEFECT.

ABXR2012042700042 DOUG SKIN DAMAGED

4/27/2012 DC932 591142465 ZONE 100

DENT AND GOUGE AT APPROX FUSELAGE STATION 883 RT SIDE AT LONGERON 21 RIGHT. REPAIRED IAW SERVICE DWG SG09530002.

I06B20120416001 EMB UPLOCK FAILED

4/16/2012 EMB135ER 23092900401 MLG

ON GEAR UP, RECEIVED MLG LEVER DISAGREE MESSAGE AND RT MLG NOT LOCKED INDICATION. CYCLED MLG AND RECEIVED SAME INDICATIONS. EXTENDED MLG AND RETURNED TO BASE NORMALLY. TROUBLESHOOTING

REVEALED A FAILED RT MLG UPLOCK ASSY. UPLOCK REPLACED AND TESTED IAW MM & ACFT APPROVED FOR RETURN TO SERVICE.

2012FA0000252 GRTLKS LYC SPAR CRACKED

5/2/2012 2T1A2 AEIO360* 1010216321911 HORIZONTAL STAB

INSPECTED ACFT IAW SB-GL12-01R. AFTER REMOVING THE RT HORIZONTAL STABILIZER, A CRACK WAS DISCOVERED ALONG THE INBD RIVET LINE WHICH COVERED APPROX 70 DEGREES OF THE TUBE CIRCUMFERENCE. THE LT HORIZONTAL STABILIZER WAS FOUND TO BE CRACKED THE ENTIRE CIRCUMFERENCE OF THE TUBE, INBD OF THE SECOND LINE OF RIVETS.

2012FA0000262 GULSTM BOLT LOOSE

2/28/2012 200 31B518201 FAN DISK

FLIGHT CREW DISCOVERED, DURING PREFLIGHT INSPECTION THAT THE RT ENGINE FAN DISK SPINNER ATTACH BOLT, PN 31B0162-01 HAD COME LOOSE FROM THE TIE ROD. RECORDS SEARCH REVEALED THAT THE FAN DISK HAD NOT BEEN REMOVED SINCE NEW. MX REPLACED BOLT AND LOCK WASHER WITH NEW BUD DID NOT FIND ANY OBVIOUS DEFORMATIONS ON OLD PARTS, PILOTS HAD NOT COMPLAINED ABOUT ANY EXCESSIVE VIBRATION OR OTHER ABNORMALITIES PRIOR TO THIS EVENT.

K5SR2012050123537 GULSTM WIRE CHAFED

5/1/2012 GIV INVERTER

WHILE PERFORMING ACFT SERVICE CHECK, NOTICED LARGE AMOUNT OF HYD FLUID AROUND APU COMPARTMENT. TROUBLESHOT WITH SYS PRESSURIZIED MOVED WIRE BUNDLE NEAR COMBINED HYD MANIFOLD AND WIRING SPARKED. FOUND 60HZ INVERTER WIRE HAD CHAFED THRU THE HYD PRESSURE LINE GOING TO COMBINED HYD MANIFOLD ASSY LINE. REPAIRED HYD LINE ASSY IAW PERMA SWAGE TUBE CONNECTING SYS INSTRUCTION MANUAL SOP6-01-05 BY INSTALLATION PERMA SWEDGE, PN D10036-12. REPAIRED 60 HZ CONVERTER WIRE USING ENVIRONMENTAL SPLICE AND REPOSITIONED WIRE BUNDLES TO PREVENT FURTHER CHAFING. PERFORMED HYD LEAK AND OPS CHECK WITH ENGINE RUNNING. LEAK AND OPS CHECKED SATISFACTORY. OPS CHECK OF 60 HZ CONVERTER CHECKED SATISFACTORY.

2012FA0000258 ISRAEL HYDRAULIC LINE CORRODED

3/21/2012 1124 72358961

LINE CONNECTED TO NR 2 THRUST REVERSER CONTROL VALVE STOW PORT RUPTURED IN FLIGHT AT A 90 DEGREE BEND, SPRAYING 1.5 PINTS IN THE AFT SECTION OF THE ACFT. INSPECTION OF THE LINE REVEALED A PIN HOLE SIZE FAILURE ON THE OUTER BEND RADIUS OF THE TUBE. FURTHER INVESTIGATION REVEALED SURFACE CORROSION ON THE FAILURE PORTION OF THE LINE. THIS LINE IS FABRICATED FROM 6061-T4 TUBING IAW THE DWG 3732589.

2012FA0000231 LANCAR KELLY SHAFT SHEARED

4/20/2012 LC41550FG RT ALTERNATOR

PILOT REPORTED LOSS OF RIGHT HAND ALTERNATOR ON FINAL APPROACH TO THE AIRPORT. DURING TAXI OPERATIONS TO THE RAMP THE PILOT REPORTED HEARING A "NOISE" FROM THE FRONT OF THE ACFT. UPON REMOVAL OF THE ALTERNATOR FROM THE ENGINE, IT WAS DISCOVERED THAT THE ALTERNATOR SHAFT HAD SHEARED OFF FLUSH WITH THE CASE LOCATED AFT OF THE DRIVE COUPLING.

2012FA0000294 LEAR GARRTT EXHAUST DUCT CRACKED

5/10/2012 35A TFE73122B 26520375 LT ENGINE

LT ENGINE AFTER BODY, LOWER HALF DUCT, 4" CRACK EMMINATING FROM INNER IGNITION PLUG ACCESS PANEL. DOUBLER PATCH INSTALLED IAW SRM 51-00-00.

2012FA0000207 LEAR WIRE HARNESS CHAFED

4/18/2012 45LEAR 4591009187009 NLG STEERING

NLG STEERING CAS MESSAGE INDICATED. INSTALLED NEW NLG STEERING ACTUATOR AND DISCOVERED STEERING ACTUATOR WIRE HARNESS CHAFED. CHAFE CAUSED BY NLG TRUNION PIN BOLT COTTER PIN. INSTALLED NEW HARNESS. CAS WARNING MESSAGE NO LONGER DISPLAYED.

2012FA0000261 LEAR PWC BOLT LOOSE

3/18/2012 60LEAR PW306A 31B242401 FAN DISK

FLIGHT CREW DISCOVERED DURING PREFLIGHT INSPECTION THAT THE LT ENGINE SPINNER ATTACH BOLT, PN31B2424-01 HAD COME LOOSE FROM THE TIE ROD, PN 31B2431-01. RECORDS SEARCH REVEALED THAT THE FAN DISK WAS REMOVED FOR INSP. TECH SUSPECTS POSSIBLE CAUSE COULD BE IN CROSSED CLEARANCE BETWEEN THE THREADS OF THE BOLT AND THE TIE ROD CAUSED BY MULTIPLE REMOVALS OF FAN DISK, ALTHOUGH INSP OF BOLT, TIE ROD THREADS, WASHER KEY, KEY DRIVE AND MATEING SURFACES SHOW NO DEFORMATION, ORIGINAL BOLT TORQUED TO PROPER SPECIFICATION.

2012FA0000293 LIBRTY ATTACH FITTING WORN

5/2/2012 LIBERTYXL2 135A10236 ZONE 600

RIGHT WING ATTACH FITTINGS ARE SHOWING WEAR BY FORE AND AFT MOVEMENT OF WING.

2012FA0000277 MAULE LYC SPARK PLUG MISMANUFACTURED

3/6/2012 M7260C IO540* REM38S ENGINE

INSTALLED NEW MFG FINE WIRE PLUGS IN FEB 2010 AT 1260 HRS TT. NOTICED A PROBLEM WITH THE RESISTORS IN A FEW OF THE PLUGS. NOTICED HARD STARTING WHEN HOT. AT ANNUAL INSPECTION, 7 OF 12 PLUGS HAD FAILED, THE RESISTORS WERE COMPLETELY OPEN AND REGISTERED 1 ON THE OHM METER. THE OTHER 5 WERE HIGH, 1 AT 36,000. THEY WERE ALL REMOVED AND REPLACED.

2012FA0000260 MTSBSI SWITCH FAILED

3/15/2012 MU2B60 1EN16 LT MLG DOOR

AFTER TAKE OFF, RETRACTED GEAR AND RED DOOR UNSAFE LIGHT WAS ON. ELECTED TO RETURN TO FIELD, SELECTED GEAR DOWN AND GEAR STAYED UP. TRIED CYCLING GEAR SWITCH, NO HELP. ACCOMPLISHED ALTERNATE GEAR EXTENSION AND LANDED SAFELY. JACKED ACFT, RAISED GEAR AND DUPLICATED UNSAFE LIGHT PROBLEM WITH GEAR UP. NOTICED MLG FWD DOORS WERE WIDE OPEN. TRIED LOWERING GEAR, GEAR STAYED RETRACTED. FOUND 1 SET OF CONTACTS IN THE LT AFT MLG (AFT DOOR) SWITCH OPEN. PUSHING SWITCH PLUNGER WITH FINGER, SWITCH FELT CRUNCHY. REPLACED SWITCH, CYCLED GEAR 5 TIMES WITH NO PROBLEMS. TEST FLEW AND CYCLED GEAR TWICE, ALL OPS NORMAL.

2012FA0000225 PILATS BRAKE DISC BROKEN

4/19/2012 PC12 30244 RIGHT

THE OTBD FLOATING DISC ON THE RT BRAKE WAS BROKEN IN 3 PIECES. NO KNOWN CAUSALITY FOR FAILURE.

C41R201204240001 PILATS PWA ROTOR SEPARATED

4/24/2012 PC1247 PT6A67B BRAKE ASSY

DURING A ROUTINE ANNUAL INSPECTION, WHILE PERFORMING A WHEEL BEARING LUBRICATION INTERVAL, TECH FOUND THE RT MLG BRAKE CALIPER OUTER BRAKE ROTOR HAD SEPARATED IN TO 2 SEPARATE SECTIONS. PILOT AND TECH DID NOT REPORT ANY DEGRADED BRAKING CHARACTERISTICS DURING TAXI, TAKEOFF, OR LANDING. THERE ARE 3 BRAKE ROTORS IN THE CALIPER. TECH COMPLETED VISUAL ON THE MIDDLE AND INBD UNITS. NDN LT MLG SHOWED NO DEFECTS. NEW BRAKE CALIPER WAS ORDERED AND INSTALLED.

2012FA0000202 PIPER AIR FILTER FAILED

4/22/2012 PA28140 BA3 ENGINE

AIR FILTER ELEMENT CAME APART AT THE SEAM. SECOND ONE FOUND.

2012FA0000224 PIPER LYC TRANSMITTER ERRATIC

4/20/2012 PA28180 O360A4A 68101 FUEL QTY

DURING ALL OPERATIONS, NOTICED VERY ERRATIC FUEL QUANTITY INDICATIONS FROM BOTH TANKS. DURING ANNUAL INSPECTION, MECHANIC DISCOVERED THAT THE BOTH FUEL QUANTITY SENDERS RESISTANCE WAS VERY ERRATIC AND DID NOT APPEAR TO BE WITHIN TOLERANCE. FUEL QUANTITY SENDERS HAD BEEN REPLACED WITH O/H UNITS APPROX 40 HOURS PREVIOUS. REPLACED WITH NEW PMA UNITS AND OPERATION NORMAL. THE O/H UNITS DID NOT APPEAR TO BE ANYMORE THAN OEM SENDERS THAT HAD BEEN CLEANED UP.

2012FA0000271 PIPER LYC TUBE DEFECTIVE

4/12/2012 PA28181 O360A4M 600X6 NOSE TIRE

ACFT LANDED AND REPORTED A NOSE TIRE THAT FELT DEFLATED ON ROLLOUT. THE LANDING OCCURRED WITHOUT INCIDENT. THE ACFT WAS RETURNING FROM A TRAINING FLIGHT. THE MX DEPT REPLACED THE NOSE WHEEL/TIRE ASSEMBLY. UPON DISASSEMBLY OF THE FLATTENED TIRE AND WHEEL, IT WAS DISCOVERED THAT A SMALL PIN HOLE WAS ON THE SIDE OF THE TUBE NEAR THE TOP AND WAS NOT A RESULT OF THE BUILD UP OF THAT COMPONENT. WE FEEL THAT HTIS IS ANOTHER FMG DEFECT FROM MFG. HAVE EXPERIENCED A HIGH VOLUME OF THESE FAILURES AND ARE WAITING FOR A FINAL RESOLVE FROM MFG. WE ARE AWARE THAT A SPECIAL AIRWORTHINESS INFO BULLETIN HAS BEEN ISSUED AND WE ARE IN POSSESSION AND HAVE READ THAT DOCUMENT.

2012FA0000272 PIPER LYC TUBE DEFECTIVE

4/12/2012 PA28181 O360A4M G156006 TIRE

HAD RIGHT TIRE FLATTEN WHILE ON LANDING, AFTER A TRAINING MISSION. THE ACFT CAME SAFELY TO A STOP AND MX REPLACED THE TIRE/WHEEL ASSY. UPON DISASSEMBLY OF THE AFFECTED TIRE/ WHEEL ASSY, IT WAS DISCOVERED THAT THE TUBE HAD A MFG DEFECT. A SMALL HOLE NOT CREATED FROM THE TIRE BUILD UP, BUT A FLAW IN THE MFG PROCESS. AFTER THE REQUIRED MX WAS PERFORMED THE ACFT WAS RETURNED TO SERVICE. WE HAVE HAD A HIGHER THAN NORMAL FAILURE RATE OF TUBES THAT HAVE THE SAME MFG DEFECT.

NX4R000032 PIPER BRACE BROKEN

4/5/2012 PA28R201 76426803 NLG

WHEN THE PILOT SELECTED "GEAR UP", A NOISE WAS HEARD IN THE NOSE WHEEL AREA. THE NOSE GEAR INDICATION WAS UNSAFE AND WHEN THE LANDING GEAR WAS SELECTED "DOWN", THE GREEN LIGHT DID NOT ILLUMINATE. AFTER LANDING THE NLG LINK PN-76426-803 WAS FOUND CRACKED AND BROKEN AT THE ACTUATOR ATTACH LOCATION. THE END OF THE ACTUATOR WAS MISSING AS WELL.

2012FA0000228 PIPER CONT SPARK PLUG DAMAGED

3/2/2012 PA28R201T TSIO360F RHM38E ENGINE

PILOT REPORTED ENGINE BEGAN RUNNING ROUGH AT 11,000 FT. DESCENDED TO 5,000 FT AND ENGINE OPERATED CORRECTLY. RETURNED TO AIRPORT, LANDED WITHOUT FURTHER INCIDENT. REMOVED TOP COWLING AND ALL 12 SPARK PLUGS, PN RMH38E. ALL SPART PLUGS RUSTED ON OUTSIDE AND INSIDE THE BARRELS WHERE THE IGNITION LEADS INSTALL. SPARK PLUGS SHOWED 70 PERCENT NORMAL WEAR AND WERE NOT FOULED EXCESSIVELY. BLASTED 3 SPARK PLUGS AND TEST FIRED. RESULTS WERE VERY WEAK SPARK. ACFT FLOWN LESS THAN 60 HOURS PER YEAR. 12 NEW RHM38E SPARK PLUGS INSTALLED. PILOT COMPLETED FLIGHT WITHOUT INCIDENT.

2012FA0000242 PIPER HOUSING WRONG PART

4/17/2012 PA32R301T RB90812 FUEL PUMP

FUEL PUMP WAS RECEIVED FOR A FUNCTIONAL TEST DUE TO POOR OPERATION BELOW 1400 RPM WITH THE BOOST PUMP TURNED ON. WHEN TESTED, THE FUEL PRESSURE WAS SET 10 PSI LOW AND TEST FLUID WAS NOTICED LEAKING FROM THE UPPER DECK REF PORT OF THE PUMP RELIEF VALVE COVER. IT WAS ALSO NOTICED DURING THE PRELIMINARY INSP THAT THE FULE PUMP BODY WAS THE INCORRECT PN. THE PUMP BODY INSTALLED PN RD9081-2 BUT IT SHOULD HAVE HAD AN RD 9081 BODY. THE RD9081-2 BODY UTILIZES A THREADED HOLE FOR A SCREW THROUGH THE BODY TO LOCATE THE PUMP LINER WHILE THE RD9081 BODY HAS NO HOLE FOR A SCREW AND THE LINER IS LOCATED BY A PIN INSERTED THROUGH THE FACE OF THE RELIEF VALVE BODY MOUNTING SURFACE. THE PART OF THE SCREW THAT LOCATES THE LINER HAD BEEN GROUND OFF AND THE SCREW WAS ONLY USED TO SEAL THE THREADED HOLE IN THE BODY. THE LINER WAS LOCATED BY A LOCATOR PIN INSTALLED THROUGH THE FACE OF THE RELIEF VALVE BODY, WHICH IS CORRECT FOR THIS PN FUEL PUMP. IT WILL BE NECESSARY TO REPLACE THE BODY AS WE O/H THIS PUMP.

2012FA0000230 PIPER CONT LINK ASSY BROKEN

4/20/2012 PA34200T TSIO360E 6702502 MLG

ON LANDING, LINK ASSY ON MAIN GEAR TRUSS ASSY BROKE AT STRUT ATTACHMENT AREA, CAUSING ACFT TO VEER OFF RUNWAY.

GW1R20120427181 PIPER BRACE CRACKED

4/27/2012 PA421000 75245015 RT MLG

DURING ROUTINE INSPECTION, RT MLG SIDE BRACE WAS FOUND CRACKED. THIS IS A POST SB 0817C PART. PART LIFE-LIMIT IS 3,000 HRS PART TTSN:1876.7 HRS. PART WAS REPLACED WITH NEW UNIT. NOTE: THIS IS THE SECOND OCCASION THAT THIS PART HAS BEEN FOUND CRACKED ON THIS MODEL ACFT. PREVIOUS M & D WAS SUBMITTED.

2012FA0000286 PIPER TIRE DEFLATED

5/7/2012 PA44180 SEMITIREASSY ZONE 700

NOSE TIRE DEFLATED ON LANDING.

2012FA0000282 PIPER LYC OIL CAP LOOSE

5/7/2012 PA44180 O360A1H6 GOVERNOR

AFTER LEVELING OFF AT 5,500 MSL THE CREW BEGAN LEANING MIXTURES AND THE RT ENGINE RPM BEGAN TO DROP AT A STEADY RATE. NO ENGINE ANNUNCIATORS APPEARED AND ALL ENGINE INSTRUMENTS READ NORMAL AFTER 15 SECONDS THE RT PROP WENT FULL FEATHER AND THE ENGINE WAS SHUTDOWN BY THE CREW. THEY RETURNED TO THE AIRPORT AND LANDED WITHOUT INCIDENT, ON ONE ENGINE. MX INSPECTED ACFT AND FOUND THE RT GOVERNOR WAS LEAKING AT THE TOP OF THE GOVERNOR BODY. GOVERNOR WAS REPLACED AND ALL SYS CHECKED GOOD. GOVERNOR WAS SENT TO OVERHAUL FACILITY FOR TEAR DOWN AND REPORT OF INTERNAL CONDITION. UPON TEARDOWN A ROTATION OIL PLUG IN THE BODY HAD CAME LOOSE AND OUT OF BODY CAUSING GOVERNOR TO LOOSE OIL PRESSURE. DURING DISCUSSION WITH OVERHAULER HE STATED THAT HE HAD NEVER SEEN THIS HAPPEN BEFORE.

ECPR201204130001 PIPER LYC THROTTLE CABLE DETACHED

4/10/2012 PA44180 O360E1A6D 554528 ZONE 400

ON CLIMBOUT, 600-700FT AGL, INSTRUCTOR PILOT (IP) REDUCED RT THROTTLE TO IDLE TO SIMULATE ENGINE FAILURE. STUDENT PILOT (SP) SIMULATED FEATHERING RT PROPELLER AND WHEN ATTEMPTING TO SET ZERO THRUST, IP DISCOVERED THAT THERE WAS NO THRUST AVAILABLE. RT ENGINE WAS SECURED, EMERGENCY DECLARED AND UNEVENTFUL LANDING PERFORMED. UPON INSP OF THE RT ENGINE, IT WAS DISCOVERED THAT THE A SWAGED PORTION OF THE RT THROTTLE CABLE, AT THE ENGINE END CONNECTION, HAD FAILED, ALLOWING THE ONLY THE CABLE HSG TO MOVE WHEN THE THROTTLE LEVER IN THE COCKPIT WAS MOVED. FURTHER INSP OF THE FAILED SWAGED AREA LED THIS SUBMITTER TO CONCLUDE THAT DURING THE INITIAL ASSY OF THIS PARTICULAR THROTTLE CABLE, THE CABLE HSG HAD NOT BEEN INSERTED INTO THE CABLE END FAR ENOUGH BEFORE THE END WAS CRIMPED/SWAGED ONTO THE CABLE HSG.

2012FA0000284 RAYTHN HINGE FITTING CRACKED

5/7/2012 390 3901104400001000 LT WING TE FLAP

DURING THE INSPECTION OF THE WING FLAP ACTUATOR ATTACHMENTS, FOUND THAT BOTH THE LT WING INBD FLAP FAIRING HINGE FITTING ASSY AND THE RT WING INBD FLAP FAIRING HINGE FITTING ASSY WERE CRACKED.

2012FA0000243 SNIAS TMECA SKIN CHAFED

3/20/2012 AS350B2 ARRIEL1D1 TAIL BOOM

DURING A SCHEDULED 600 HR INSPECTION, MECHANIC PERFORMED A CMD-AS350-09-22 CONCERNING CHAFING OF THE CONDUIT CLAMPS AND CONDUIT ON THE UPPER AND LOWER VERTICAL STABILIZER SPAR AND SKIN. FOUND CHAFE DAMAGE TO THE UPPER VERTICAL STABILIZER SKIN, IN THE AREA OF CONCERN MENTIONED IN THE CMD, FROM WIRING PROTRUDING FROM THE CONDUIT TO THE ANTI-COLLISION LIGHT. THIS DAMAGE AREA IS LABELED AS ADDITIONAL DAMAGE. SUSPECT DAMAGE CAUSED BY IMPROPER MATERIALS USED AS CLAMPS AND CONDUIT. RECOMMEND A CHANGE IN FASTENING AND CONDUIT MATERIAL AND IF POSSIBLE THE ROUTING TECHNIQUE. THE CMD AND TECH SUPPORT WAS FOLLOWED TO EFFECT A REPAIR.

2012FA0000241 SNIAS TMECA SHAFT MISMANUFACTURED

4/18/2012 AS350B3 ARRIEL2B1 TAIL ROTOR

CHROME SURFACE ON TAIL ROTOR OUTPUT SHAFT COMPROMISED. SURFACE AREA OF DAMAGE EXCEEDS MFG SPECIFIED LIMITS. PITTING IN THE METAL SUGGESTS THAT CORROSIVE ELEMENTS WERE PRESENT BEFORE THE

CHROME PROCESS OCCURRED. THIS CORROSION CAUSED THE CHROME FINISH TO NOT ADHERE PROPERLY AND THE WEAR PRODUCED BY THE TAIL ROTOR SPIDER BEARING CAUSED PREMATURE FAILURE OF THE CHROME SURFACE.

2012FA0000226 SNIAS TMECA SENSOR MISINSTALLED

3/9/2012 AS350B3 ARRIEL2B1 50071550020 M/R MAST TACH

INTERMITTENT FLUCTUATIONS ON NR GAUGE DURING OPERATION. FOLLOWED TROUBLESHOOTING STEPS AND FOUND NR TACH SENSOR TO BE IMPROPERLY SHIMMED BY MFG CAUSING CONTACT OF THE SENSOR AND THE PICK UP TEETH ON THE MAIN ROTOR MAST, DAMAGING THE NR TACH SENSOR AND MAIN ROTOR MAST PICK UP TEETH. RECOMMEND CHANGES TO QUALITY CONTROL PROGRAM TO ENSURE SENSOR IS PROPERLY INSTALLED, THIS COULD INCLUDE AN IN PROCESS INSPECTION DURING INSTALLATION.

2012FA0000263 SNIAS TMECA SENDING UNIT LOOSE

3/29/2012 AS350B3 ARRIEL2B1 7583552 FUEL

WHEN PERFORMING A 600 HR INSPECTION, THE MECHANIC NOTED, NO SAFETY WIRE PRESENT ON THE SCREWS SECURING THE SENDING UNIT TO THE TANK. THIS IS THE ACFT FIRST SCHEDULED 600 HR INSP. THIS DEFECT WOULD HAVE HAD TO OCCUR DURING THE ASSEMBLY PROCESS. A MORE COMPREHENSIVE QC PLAN IS NEEDED WHEN ASSEMBLING FLIGHT CRITICAL COMPONENTS.

2012FA0000259 SNIAS TMECA SNIAS FLANGE DAMAGED

3/23/2012 AS350B3 ARRIEL2B1 350A34102321 T/R DRIVE SHAFT

WHEN PERFORMING A 600 HR INSPECTION OF THE ACFT, THE MECHANIC PERFORMING THE INSP OF THE TAIL ROTOR FLANGES AND FLEXIBLE COUPLINGS NOTICED A SCORE ON THE FLANGE IN THE ATTACHMENT AREA. ACCORDING TO OEM CRITERIA, SCORES ARE CAUSE FOR REJECTION IN THIS AREA. ACFT TIS 600 HRS. THIS WAS THE FIRST DETAILED INSPECTION OF THIS ASSEMBLY. BELIEVE PART TO HAVE BEEN SCORED PREVIOUS TO OR DURING ASSEMBLY BY TOOLING OR MISHANDLING OF THE PART. TIGHTER QA PRCEDURES SUCH AS PRE/POST INSTALLATION INSP OF FLIGHT CRITICAL PARTS.

2012FA0000253 TECNAM ROTAX LINE DETERIORATED

5/2/2012 P2002SIERRA ROTAX912S 27094 FUEL SYSTEM

DURING CLIMB OUT, SHORTLY AFTER TAKEOFF THE PILOT EXPERIENCED A ROUGH RUNNING ENGINE, ACFT RETURNED TO AIRPORT. DURING INSPECTION OF THE ENGINE THE MECHANIC DISCOVERED DEBRIS IN THE CARBURETOR BOWLS. AFTER FURTHER INSPECTION THE MECHANIC DISCOVERED DETERIORATION OF THE INTERIOR MATERIAL IN THE FUEL HOSES. THE HOSES WERE INSTALLED NEW AT 158.95 HOURS FOR COMPLIANCE OF THE 5 YEAR HOSE REPLACEMENT SCHEDULE.

2012FA0000255 ZINAIR LYC OIL COOLER CRACKED

4/29/2012 CH2000 O235N2C P010904 ENGINE OIL

PILOT REPORTED ODOR OF BURNED ELECTRICAL WIRING FOLLOWED BY ENGINE OIL ENTERING CABIN AT FOOT PEDAL AREA, LOSS OF ENGINE OIL PRESSURE INDICATED. EMERGENCY LANDING, SAFELY LANDED APPROX 5 MINUTES AFTER FIRST NOTICING THE ENGINE OIL PRESSURE LOSS. FOUND ENGINE WAS FOUND DRY, WITH A LARGE OIL TRAIL STARTING ON THE FIREWALL BEHIND THE ENGINE OIL COOLER, LOCATED ON THE FIREWALL PILOT'S SIDE AND EXTENDING THE ENTIRE LENGTH OF FUSELAGE BELLY. THE 6-QUART OIL SUMP FOUND TO CONTAIN 1.5 - 2.0 QUARTS OF ENGINE OIL, VISUALLY INSPECTED FOR CONTAMINANTS AND NONE FOUND.